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Modified DPR Part 1

This document is a detailed project report for the redevelopment of Chhatrapati Shivaji Maharaj Terminus (CSMT) Station and surrounding areas in Mumbai, India. It includes a feasibility study and master plan for redevelopment. Key aspects covered are an analysis of existing conditions, estimates of future passenger traffic, overall master plan options considering heritage aspects and circulation, proposed station design, and design compliance. The master plan proposes major redevelopment including expansion of the station footprint, separation of suburban and long-distance networks, and integration with surrounding areas in a phased manner.

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Bhuvan Bajaj

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100% found this document useful (1 vote)

460 views336 pages

Modified DPR Part 1

Uploaded by

Bhuvan Bajaj

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Available Formats

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File No. RLDA/2022/SD/CSMT/2559 (Computer No.

3381588)
1344147/2022/O/o CPM/MUMBAI

Finalization of Master Plan

and Feasibility Report for
Redevelopment of CSMT
Station and Associated
Redevelopment/
Commercial Development
at Byculla/ Wadi Bunder
Detailed Project Report

Project number: 60650573

Unit no. 702-B, 7th Floor,

Konnectus Tower 2, DMRC
building, Ajmeri Gate, Delhi-
110002
COMMERCIAL1 IN CONFIDENCE
Generated from eOffice by HEMANT KUMAR, AM_TNDR(HK), AM_TNDR, RLDA on 31/12/2022 12:06 am
File No. RLDA/2022/SD/CSMT/2559 (Computer No. 3381588)
1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Quality information
Prepared by Checked by Verified by Approved by
Ankita Gaur
Shrutika Parkar
Omkar Nilekar
Siddharth S. Vivek
Sampat Prajapati
Shashank Verma
Swati Surve Amar Sood Vivek Agrawal Vishal Kundra
Sukhada Chavan
Sunil Rasam
Dinesh Arora
Amit Patil
Anil Kumar Singhal
Suniti Churiwal

Revision History
Revision Revision date Details
R0 23-12-2022 DETAILED PROJECT REPORT
R1 27-12-2022 DETAILED PROJECT REPORT

Distribution List
# Hardcopies PDF Required Association / Company Name
5 Hardcopies & 1 CD Yes RLDA

Prepared for: Rail Land Development Authority 2 AECOM

Generated from eOffice by HEMANT KUMAR, AM_TNDR(HK), AM_TNDR, RLDA on 31/12/2022 12:06 am
File No. RLDA/2022/SD/CSMT/2559 (Computer No. 3381588)
1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Prepared for:
Rail Land Development Authority
Unit no. 702-B, 7th Floor,Konnectus Tower 2, DMRC building, Ajmeri Gate, Delhi- 110002

Prepared by:
AECOM India Private Limited
9th Floor
Infinity Tower C
DLF Cyber City
DLF Phase II
Gurgaon 122002
Haryana
India

CIN: U74210HR2008FTC038183

T: +91 124 4830100

aecom.com

© 2021 AECOM India Private Limited. All Rights Reserved.

This document has been prepared by AECOM India Private Limited (“AECOM”) for sole use of our client
(the “Client”) in accordance with generally accepted consultancy principles, the budget for fees and the
terms of reference agreed between AECOM and the Client. Any information provided by third parties
and referred to herein has not been checked or verified by AECOM, unless otherwise expressly stated
in the document. No third party may rely upon this document without the prior and express written
agreement of AECOM.

Prepared for: Rail Land Development Authority 3 AECOM

TABLE OF CONTENTS

1. Introduction ......................................................................................................................... 2
1.1 Context ............................................................................................................................... 2
1.2 Project Background ............................................................................................................ 3
1.3 Project Objectives............................................................................................................... 3
1.4 Structure of this report....................................................................................................... 5
2. EXISTING CONDITIONS .......................................................................................................... 7
2.1 Location and Context ......................................................................................................... 7
2.2 Future proposals................................................................................................................. 8
2.3 World Heritage Status by UNESCO ................................................................................... 14
2.4 Existing scenario at CSMT ................................................................................................. 18
2.5 Concluding Remarks ......................................................................................................... 33
3. COMMUTER ESTIMATES FOR CSMT ..................................................................................... 36
3.1 Introduction ...................................................................................................................... 36
3.2 Estimation of the base year data using the ticket sales data (CRIS Data used for
passenger projection) ....................................................................................................................... 36
3.3 Passenger growth estimate for CSMT based on Ticket Sales Data .................................. 38
3.4 Peak Hourly Traffic (PHT) Computations .......................................................................... 48
3.5 Circulation and calculation of AFC gates on suburban side ............................................. 52
3.6 Circulation on Long-Distance side .................................................................................... 54
3.7 Pedestrian Microsimulation of the Suburban Node ........................................................ 57
4. OVERALL MASTER PLAN ...................................................................................................... 66
4.1 Key Challenges .................................................................................................................. 66
4.2 MASTERPLAN OPTIONS .................................................................................................... 67
4.3 Big Moves ......................................................................................................................... 71
4.4 Heritage Precinct .............................................................................................................. 77
4.5 Site Circulation ................................................................................................................. 87
4.6 Harbour Line Impact on planning ..................................................................................... 93
4.7 Comprehensive Master Plan ............................................................................................ 94
5. STATION DESIGN .............................................................................................................. 100
5.1 Station schematic plan ................................................................................................... 100
6. BASIS & COMPILANCE OF DESIGN ..................................................................................... 154
6.1 Architecture .................................................................................................................... 154
6.2 Structure ......................................................................................................................... 161
6.3 MEP- HVAC ..................................................................................................................... 166

Prepared for: Rail Land Development Authority 4 AECOM

6.4 MEP- Electrical ................................................................................................................ 176

6.5 MEP- Public Health Engineering ..................................................................................... 182
7. DEVELOPMENT CONTROL NORMS ..................................................................................... 187
7.1 Introduction .................................................................................................................... 187
7.2 Development Control Regulations (DCR) ....................................................................... 187
7.3 Coastal Regulatory Zone (CRZ) ....................................................................................... 188
7.4 Manual of Standards and Specifications for Railway (MSSR)......................................... 191
7.5 Heritage Norms .............................................................................................................. 213
7.6 IRSDC Guidebook ............................................................................................................ 216
8. STRUCTURE DESIGN .......................................................................................................... 221
8.1 Introduction .................................................................................................................... 221
8.2 Concourse – Suburban Node .......................................................................................... 221
8.3 Concourse – Long Distance Node ................................................................................... 223
8.4 Long Distance Platform Roof .......................................................................................... 225
8.5 Double Level FOB with Retail ......................................................................................... 226
8.6 Goods FOB ...................................................................................................................... 227
8.7 FOB Connecting Market Area ......................................................................................... 228
8.8 Arrival FOB ...................................................................................................................... 228
8.9 Heritage Node Building .................................................................................................. 229
8.10 Guest House Building ..................................................................................................... 231
8.11 DRM Office Building ....................................................................................................... 232
8.12 Glass Canopy .................................................................................................................. 234
8.13 Strengthening of New Administrative Building (NAB).................................................... 234
9. MEP DESIGN ..................................................................................................................... 236
9.1 HVAC services ................................................................................................................. 236
9.2 Electrical Services ........................................................................................................... 269
9.3 Public Health Engineering .............................................................................................. 279
9.4 Fire fighting..................................................................................................................... 301
10. TENTATIVE CONSTRUCTION METHODOLOGY..................................................................... 309
10.1 Possible Access for Construction Material & machinery to Station ............................... 309
10.2 Construction Methodology For Foundations ................................................................. 311

Prepared for: Rail Land Development Authority 5 AECOM

ANNEXURE

Annexure 1 : Inprinciple Approvals

Annexure 2 : Master plan Approval

Annexure 3 : EMP Process

Annexure 4 : Investigation Reports

Annexure 5 : Letters from Railways for Redevelopment of Stations

Annexure 6 : Railway Office Planning

Annexure 7: DRM Complex Area Statement

Annexure 8 : HLC MoM

Annexure 9 : Data from Railways and MCGM

Annexure 10 : Tentative MMRCL Line 3 Connectivity

Annexure 11 : Commuter Estimates

Prepared for: Rail Land Development Authority 6 AECOM

List of Figures
Figure 1.1: Front view of main heritage building at CSMT Source: AECOM

Figure 2.1: CSMT location (city level)

Figure 2.2: Site and surroundings Source: Google maps
Figure 2.3:Master plan of Mumbai Port Trust (source: Mumbai port draft master plan, December 2018)
Figure 2.4: Existing land use distribution, MbPt
Figure 2.5: Proposed land use distribution, Mbpt
Figure 2.6: MMRC Proposed metro line- 3 (source: Metro DPR- line 3, November 2011)
Figure 2.7: CST station location on metro line- 3 (source: Metro DPR- line 3, November 2011)
Figure 2.8: MMRC proposed metro line-11 (source: Metro DPR- line 11, September 2018)
Figure 2.9: CST station location on metro line-11 (source: MMRC)
Figure 2.10: Harbour line alignment on east side of CSMT station (part a) (source: Central Railway)
Figure 2.11: Harbour line alignment on east side of CSMT station (part b) (source: Central Railway)
Figure 2.12: Proposed section of Harbour line alignment (source: Central Railway)
Figure 2.13: Proposed plan of Harbour line alignment (source: Central Railway)
Figure 2.14: Eastern Freeway extension proposal (source: Mid-Day newspaper, 1st May 2015)
Figure 2.15: Excerpt of Map showing various phases of MUTP (source: MRVC)
Figure 2.16: Station area redevelopment scheme (source: MRVC)
Figure 2.17: Buffer zone map; source: UNESCO WH status nomination for CSMT -945 rev doc., July.
2004
Figure 2.18: Map showing 100 metre radius earmarked in DP-2034
Figure 2.19: Map showing UNESCO buffer zone
Figure 2.20: Timeline of the structures in heritage precinct of CSMT Source Indian Railways
Figure 2.21: Station major function and structures
Figure 2.22: Major dimension marked
Figure 2.23: Commuter flow in morning and evening (source: PIM)
Figure 2.24: Land is marked for office use. (source: Development plan Mumbai, 2034)
Figure 2.25: Map showing existing structures on P D’Mello roadside land parcel
Figure 2.26: Main line office building
Figure 2.27: Parcel godown
Figure 2.28: Existing yard plan. (Source: PIM report)
Figure 2.29: Future ESP of CSMT yard Source: Railways
Figure 2.30: Platform extension proposed Source: Railways
Figure 2.31: Existing parcel movement plan
Figure 2.32: Building construction timeline
Figure 2.33: 3D view showcasing extension made to existing heritage buildings
Figure 2.34: Plan showcasing extension made to existing heritage buildings
Figure 2.35: Map showing roof construction timeline
Figure 2.36: Aerial view showing different types of roof
Figure 2.37: Heritage roof above suburban concourse
Figure 2.38: Truss roof above platforms

Fi igure 3.1 Proposed distribution of pedestrian traffic at suburban side, Source: Author
Figure 3.2: Proposed distribution of pedestrian traffic at Heritage side Source: Author
Figure 3.3: Proposed distribution of pedestrian traffic at LD side Source: Author
Figure 3.4: Concept placement of AFC gates at Heritage side Suburban Concourse Level Source: Author
Figure 3.5: Concept placement of AFC gates at proposed Suburban Concourse Level Source: Author
Figure 3.6: Location of Entry/Exit gates at Heritage side Suburban Concourse level Source: Author
Figure 3.7: 09:30:00: Simulation Snapshot Source: Author
Figure 3.8: 09:35:00: Simulation Snapshot Source: Author

Prepared for: Indian Railways Stations Development Corporation Ltd AECOM

7 i

Figure 3.9: 09:40:00: Simulation Snapshot Source: Author

Figure 3.10: 09:40:00: Level of Service Source: Author
Figure 3.11: Location of proposed Exit/Entry gates at Suburban Concourse level Source: Author
Figure 3.12: 09:35:00: Revised Simulation Snapshot Source: Author
Figure 3.13: 09:40:00: Revised Simulation Snapshot Source: Author
Figure 3.14: 09:40:00: Revised Level of Service Source: Author

Figure 4.1: Concept Master Plan- Option 1 Source: Author

Figure 4.2: Reference images for roof and interior space- option 1; Source: Google
Figure 4.3: Concept Master Plan- Option 2; Source: Author
Figure 4.4: Reference images for roof and interior space- option 2; Source: Google
Figure 4.5: Concept Master Plan- Option 3; Source: Author
Figure 4.6: Reference images for roof and interior space- option 3 Source: Google
Figure 4.7 Concept Master Plan- Option 4; Source Author
Figure 4.8: Reference images for roof and interior space- Option 4 Source: Google
Figure 4.9: Conceptual 3D view of existing station; Source: Author
Figure 4.10: Four big moves isometric exploded view; Source: Author
Figure 4.11: Conceptual 3D showing the two new station nodes; source: Author
Figure 4.12: Conceptual 3D showing multiple entrances; source: Author
Figure 4.13: Conceptual 3D showing relocation of DRM office to PD'Mello Road; source: Author
Figure 4.14: Big move- 4; Homage to heritage; Source: Author
Figure 4.15: 3D semi-aerial render of proposed redevelopment at CSMT; source: Author
Figure 4.16: Proposed demolitions at heritage area; source: Client
Figure 4.17: Pedestrian plaza and view of main entrance from heritage side; source: Author
Figure 4.18: Old photograph of CSMT Precinct Source: Indian Railways
Figure 4.19 Aerial view of site from east Source: Author
Figure 4.20: Transformation proposed of heritage node Source: Client
Figure 4.21: Heritage node- ground floor plan; Source: Author
Figure 4.22: Aerial view from west side showing heritage side. Source: Author
Figure 4.23: Aerial view from north side Source: Author
Figure 4.24: Heritage side entrance (south side) Source: Author
Figure 4.25: Toilet at Main Entrance Southern side
Figure 4.26: Toilet Alternate location (1)- at Old Annex building
Figure 4.27: Toilet Alternate location (2)- at Main Line building
Figure 4.28: Toilet Alternate location (3)- at Public plaza b/w Main line and Old Annex building
Figure 4.29: Toilet Recommendation - Layout
Figure 4.30: Toilet Recommendation - view
Figure 4.31: Main Heritage Building Layout Plan, Source: AREP report
Figure 4.32: Overall passenger entry/exit points; Source: Author
Figure 4.33: Overall vehicular entry/exit points; Source: Author
Figure 4.34: Suburban passenger, Heritage node entry/exit points; Source: Author
Figure 4.35: Suburban passenger, Suburban node entry/exit points; Source: Author
Figure 4.36: Long distance passenger, entry/exit points; Source: Author
Figure 4.37: Goods & parcel circulation; Source: Author
Figure 4.38: Parcel & Linen at LD node; Source: Author
Figure 4.39: Parcel & Linen at Heritage node; Source: Author
Figure 4.40: Parcel corridor Typical section; Source: Author
Figure 4.41: Platform Egress plan Source: Author
Figure 4.42: Harbour line parallel and running over the P.D'mello road
Source: Author
Figure 4.43 CSMT, Wadi Bandar & Byculla Site
Figure 4.44 Future Development Site at CSMT- Carnac Bunder
Figure 4.45 Future Development Site at CSMT
Figure 4.46: Master plan of CSMT with future potential development at P D’Mello side
Figure 4.47 Surrounding land parcel to be developed as TOD at Wadi Bunder
Figure 4.48 Future development envisaged at Wadi Bunder

Prepared for: Indian Railways Stations Development Corporation Ltd AECOM

8 ii

Figure 4.49: Printing press site at Byculla

Figure 4.50: Future development envisaged at Byculla

Figure 5.1: site plan at LVL. +0.45m; Source: Author

Figure 5.2: Conceptual all weather cover roof, Arcade theme; Source: Author
Figure 5.3: Roof analysis with respect to Heritage
Figure 5.4: Roof transition from Heritage to New; Source: Author
Figure 5.5: Typical roof section across retained & proposed; Source: Author
Figure 5.6: Roof Key plan; Source: Author
Figure 5.7: Glass canopy typical section; Source: Author
Figure 5.8: 3D view suburban entry/exit at Heritage node; Source: Author
Figure 5.9: Proposed roof over platforms; Source: Author
Figure 5.10: 3D view Long distance node; Source: Author
Figure 5.11: LD node site plan; Source: Author
Figure 5.12: LD node site circulation; Source: Author
Figure 5.13: LD node, Land retained for railway O&M, RPF quarters; Source: Author
Figure 5.14:Proposed development at P.D'mello side; Source: Author
Figure 5.15: LD node, Ground floor; Source: Author
Figure 5.16: LD node, plaza drop-off; Source: Author
Figure 5.17: LD node, Departure plaza; Source: Author
Figure 5.18: LD node, Arrival plaza; Source: Author
Figure 5.19: LD node, Loading Unloading; Source: Author
Figure 5.20: LD node, First floor; Source: Author
Figure 5.21: LD node, Arrival concourse view; Source: Author
Figure 5.22: LD node, Second floor; Source: Author
Figure 5.23: LD node, departure concourse East unpaid zone; Source: Author
Figure 5.24: LD node, departure concourse West unpaid zone; Source: Author
Figure 5.25: LD node, departure concourse Paid zone; Source: Author
Figure 5.26: LD node, departure concourse viewing gallery; Source: Author
Figure 5.27: LD node, departure concourse view; Source: Author
Figure 5.28: LD node, Paid passenger movement to PF no. 13-8; Source: Author
Figure 5.29: View from Long distance concourse towards Heritage; Source: Author
Figure 5.30: LD node, Third floor; Source: Author
Figure 5.31: Conceptual sections for Long Distance Node; Source: Author
Figure 5.32: Conceptual sections for Long Distance Node; Source: Author
Figure 5.33: Suburban node & Retail skywalk masterplan; Source: Author
Figure 5.34: Suburban node, Ground floor; Source: Author
Figure 5.35: Suburban node, Ground floor; Source: Author
Figure 5.36: Suburban concourse Entry/Exit points; Source: Author
Figure 5.37: Suburban node, Second floor; Source: Author
Figure 5.38: View from Suburban concourse; Source: Author
Figure 5.39: Suburban-LD FOB with retail; Source: Author
Figure 5.40: Retail floor & skywalk; Source: Author
Figure 5.41: Retail floor above suburban concourse; Source: Author
Figure 5.42: Suburban concourse section with retail floor & skywalk in elevation; Source: Author
Figure 5.43: View from retail floor towards Heritage; Source: Author
Figure 5.44: Heritage Node, Ground/ Concourse level; Source: Author
Figure 5.45: Heritage node, Ground floor- Suburban concourse; Source: Author
Figure 5.46: Heritage Node, Ground floor Long distance Concourse; Source: Author
Figure 5.47: Heritage Node, Proposed Public plaza; Source: Author
Figure 5.48: Heritage node, First floor; Source: Author
Figure 5.49: Heritage node, Second floor; Source: Author
Figure 5.50: TA building, second floor connected to Suburban concourse; Source: Author
Figure 5.51: Heritage node, Third floor; Source: Author
Figure 5.52: Heritage node, Fourth floor; Source: Author
Figure 5.53: Ground floor Egress plan; Source: Author

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9 iii

Figure 5.54: Second floor Egress plan; Source: Author

Figure 5.55: Third floor Egress plan; Source: Author
Figure 5.56: Railway land along P. D'mello road; Source: Author
Figure 5.57: DRM complex Design objective; Source: Author
Figure 5.58: Development along P.D'mello road; Source: Author
Figure 5.59: DRM Complex Design approach ref image
Figure 5.60: DRM complex conceptual section; Source: Author
Figure 5.61: DRM Complex Look & feel of lower height blocks, G+2
Figure 5.62: DRM complex conceptual section; Source: Author
Figure 5.63: DRM Complex Low ht blocks with multiple terraces & interactive streets; Source: Author
Figure 5.64: DRM Complex with upper blocks relaying the modern facade; Source: Author
Figure 5.65: DRM Complex schematic model; Source: Author
Figure 5.66: DRM complex site plan; Source: Author
Figure 5.67: DRM complex Ground floor part A; Source: Author
Figure 5.68: DRM complex First floor part A; Source: Author
Figure 5.69: DRM complex Second floor part A; Source: Author
Figure 5.70: DRM complex Third floor part A; Source: Author
Figure 5.71: DRM complex Fourth floor part A; Source: Author
Figure 5.72: DRM complex Ground floor part B; Source: Author
Figure 5.73: DRM complex First floor part B; Source: Author
Figure 5.74: DRM complex Second floor part B; Source: Author
Figure 5.75: DRM complex Third floor part B; Source: Author
Figure 5.76: DRM complex fourth floor part B; Source: Author
Figure 5.77: DRM complex Basement; Source: Author
Figure 5.78: DRM Complex Conceptual elevation; Source: Author
Figure 5.79: DRM Complex Conceptual Section; Source: Author

Figure 6.1: Split AC Unit & Report; Source: Google

Figure 6.2: Variable Refrigerant Volume Control System (Option 1); Source: Google
Figure 6.3: Axial Fan; Source: Google

Figure 7.1 CRZ Lines at CSMT site Source: Sheet No. E43G13/NW, Map no. 72, Coastal Zone Management Plan
Figure 7.2: Cross section of the Elevator and the Landing Area; Source: Manual Standards and Specifications for
Railway Stations, June 2009
Figure 7.3: Buffer zone map; Source: UNESCO WH status nomination for CSMT -945rev doc., July 2004
Figure 7.4: CRZ map for CSMT site; Source: mczma.gov.in

Figure 8.1: Mathematical Model – Concourse – Suburban Node Source: Etabs Analysis Model
Figure 8.2: Concourse Floor – Suburban Node; Source: Etabs Analysis Model
Figure 8.3: Concourse Retail Floor – Suburban Node; Source: Etabs Analysis Model
Figure 8.4: Concourse Roof – Suburban Node; Source: Arch Design Intent
Figure 8.5: Mathematical Model – Concourse – Long Distance Node; Source: Etabs Analysis Model
Figure 8.6: Concourse Floor – Long Distance Node; Source: Etabs Analysis Model
Figure 8.7: Concourse Floor – Long Distance Node; Source: Arch Design Intent
Figure 8.8: Mathematical Model – Long Distance Platform Roof; Source: SAP Analysis Model
Figure 8.9: Mathematical Model – Long Distance Platform Roof; Source: STAAD Analysis Model
Figure 8.10: Sectional View – Long Distance Platform Roof; Source: Arch Design Intent
Figure 8.11: Mathematical Model – Double Level FOB; Source: STAAD Analysis Model
Figure 8.12: Model View – Double Level FOB; Source: Arch Design Intent
Figure 8.13: Mathematical Model – FOB Connecting Market Area; Source: STAAD Analysis Model
Figure 8.14: Mathematical Model – North Arrival FOB; Source: STAAD Analysis Model
Figure 8.15: Mathematical Model – South Arrival FOB; Source: STAAD Analysis Model
Figure 8.16: Structural Analysis Model – Heritage Node; Source: Etabs Analysis Model
Figure 8.17: Typical Level Framing Planl – Heritage Node; Source: Etabs Analysis Model
Figure 8.18: Structural Analysis Model – Guest House Building; Source: Etabs Analysis Model

Prepared for: Indian Railways Stations Development Corporation Ltd AECOM

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Figure 8.19: Typical Level Framing Plan – Guest House Building; Source: Etabs Analysis Model
Figure 8.20: Structural Analysis Model – DRM Office Building; Source: Etabs Analysis Model
Figure 8.21: Typical Level Framing Plan – DRM Office Building; Source: Etabs Analysis Model
Figure Error! No text of specified style in document..1: heritage structures in the proposed pedestrian plaza;
source: Author

Figure 9.1: Chiller Plant at Passenger Reservation Center (Voltas make) – 120TR x 4nos; Source: Author
Figure 9.2: Pump Room at Passenger Reservation Center; Source: Author
Figure 9.3: Panel Room at Passenger Reservation Center; Source: Author
Figure 9.4: Cooling Tower at terrace Passenger Reservation Center; Source: Author
Figure 9.5: Chiller Plant at Auditorium – 25TR x 3no water cooled chiller (Voltas make); Source: Author
Figure 9.6: Pump Room at Auditorium; Source: Author
Figure 9.7: Cooling Tower at Terrace of Auditorium; Source: Author
Figure 9.8: Chiller Plant 25TR x 3nos water cooled chiller -Voltas make; Source: Author
Figure 9.9: Cooling Tower on terrace of NAB; Source: Author
Figure 9.10: Inside AHU Room at NAB; Source: Author
Figure 9.11: Inside AHU Room at NAB; Source: Author
Figure 9.12: Existing AHU Specifications at NAB; Source: Author
Figure 9.13: Air Distribution Diffuser at NAB; Source: Author
Figure 9.14: Individual cabins supplied by split AC units at NAB; Source: Author
Figure 9.15: VRF Outdoor Unit at NAB; Source: Author
Figure 9.16: AC plant Room Location; Source: AREP Report
Figure 9.17: Proposed AHU location for Suburban Node.
Figure 9.18: Proposed VRF AHU location for Heritage Building; Source: Author
Figure 9.19: Proposed VRF ODU location for Heritage Building; Source: Author
Figure 9.20: Proposed HVAC (Ductbale & Split AC’s for Long Distance)
Figure 9.21: Proposed Ventilation system for Long Distance
Figure 9.22: Distribution system of NAB substation; Source: DEE G Annex HT LT PS network
Figure 9.23: LT power supply arrangement at lighting substation; Source: DEE G Annex HT LT PS Network
Figure 9.24: Distribution system of Carnac Bandar substation; Source :CSMT electrical department
Figure 9.25: TMS substation located near suburban platform 7 and 8; Source: CSMT electrical department
Figure 9.26: Plan showing location of electrical substation; Source: AREP
Figure 9.27: Proposed Electrical panel room; Source: Author
Figure 9.28: Proposed substation and DG location for long distance node; Source: Author
Figure 9.29: Proposed panel room location
Figure 9.30: Water Supply Arrangement in CSMT Station Premises; Source: CSMT PHE Dept.
Figure 9.31: Location of Underground Tanks and High Service Tank; Source: AREP Report
Figure 9.32: Site Plan Showing Network of Drains and Natural Catchment of Site; Source: AREP Report
Figure 9.33: Site plan showing network of Sewer, rainwater and pit lines; Source: CSMT PHE Dept.
Figure 9.34: Proposed water tank location for long distance terminal; Source: Author
Figure 9.35: Proposed water tank location for DRM office; Source: Auhtor
Figure 9.36: Proposed water tank location for Proposed Offices near Heritage node; Source: Author
Figure 9.37: Water balancing chart for proposed offices near Heritage office
Figure 9.38: Water balancing chart for long distance and DRM office
Figure 9.39: Sewage treatment plant: MBBR
Figure 9.40: Underground tank location Source: AREP
Figure 9.41: Pumps
Figure 9.42: Fire hydrant

Figure 10.1: Possible access for construction material & equipment within the station complex; Source: Author
Figure 10.2: Proposed Traffic Block During Construction hours; Source: Author
Figure 10.3: Scheme for movement & parking of construction equipment inside CSMT premises; Source:
Author
Figure 10.4: Various assumed foundation types – Piles; Source: Author
Figure 10.5: Isolated footing; Source: Author

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Figure 10.6: Scheme for Concreting of foundation using FOB; Source: Author
Figure 10.7: Scheme for taking micro piling rigs to foundation location( on existing platforms); Source: Author
Figure 10.8: Scheme for doing piling work on existing platforms using micro piling rigs; Source: Author
Figure 10.9: Pictorial representation of pile driving works on platforms; Source: Author
Figure 10.10: Productivity for piling rigs; Source: Author
Figure 10.11: Productivity of piling work on the project; Source: Author
Figure 10.12: Productivity of piling work; Source: Author
Figure 10.13:Mass excavation for double basements; Source: Author
Figure 10.14: Proposed launching system; Source: Author
Figure 10.15: Proposed Suburban node attached to NAB building; Source: Author
Figure 10.16: Cut section explaining new suburban node; Source: Author
Figure 10.17: Section through existing platform; Source: Author
Figure 10.18: Arch Truss - Reference Image; Source Google
Figure 10.19: Section through the long-distance retail building, long distance node building and their
interconnection (at second and third floor level); Source: Author
Figure 10.20: Reference image; Source: Author
Figure 10.21: FOB structure; Source: Author

List of Tables
Table 2.1: Suburban platforms description (Source: PIM report)
Table 2.2: Long distance platforms description (Source: PIM report)

Table 3-2: Split of number of passengers on monthly basis; Source: Centre for Railway Information System
Table 3-3: Unreserved Passengers using Long Distance Trains; Source: Centre for Railway Information System
Table 3-4: Number of Reserved passengers; Source: Centre for railway Information System
Table 3-5: Number of Reserved passengers annually; Source: Centre for railway Information System
Table 3-6: Numbers of Unreserved passengers; Source: Centre for railway Information System
Table 3-7: Daily long distance and Suburban passengers forecast; Source: Centre for railway Information System
Table 3-8: Split between AC and Non- AC passengers for Long distance node; Source: Centre for railway
Information System
Table 3-9: Planning Parameters for the Base and Horizon Years; Source: Comprehensive Transport Study
Table 3-10: Daily Passenger Travel Demand; Source: Comprehensive Transport Study
Table 3-11: Growth Rates for Different Modes of Transport; Source: Comprehensive Transport Study
Table 3-12: Ratios relating to the use of Public transport and use of suburban trains; Source: Comprehensive
Transport Study
Table 3-13: Ratio of passengers using CSMT, Central railway and total suburban passenger; Source:
Comprehensive Transport Study
Table 3-14: Reserved passengers at CSMT station; Source: Comprehensive Transport Study
Table 3-15: Forecasted number of suburban passengers; Source: Comprehensive Transport Study
Table 3-16: Growth rate of passengers; Source: ‘National Rail Plan’ by Indian Railways
Table 3-17: Number of passengers at CSMT; Source: MRVC Report
Table 3-18: Growth rates of railway lines at CSMT; Source: MRVC Report
Table 3-19: Ridership at CSMT station; Source: MRVC Report
Table 3-20: made preliminary forecast for the growth rate of passengers for suburban and Long Distance for
periods 2009-2020 and 2020-30 Source: AREP Feasibility Report for Redevelopment of CSMT Railway Station
Report
Table 3-21: Comparison of daily traffic projections of suburban passengers as per different data/ reports
Source: CRIS data, Comprehensive Transport Study, National Rail Plan, MRVC survey
Table 3-22: Split of AC and Non AC from ticket sale data; Source: Ticket sales data
Table 3-23: Summary details of train arriving & departing; Source: Timetable details for Long Distance trains at
CSMT
Table 3-24: Peak hour passengers forecast for the common areas; Source: Author
Table 3-25: Peak hour passenger Forecast for separate areas; Source: Author
Table 3-26: Peak hour passenger Forecast for Suburban node; Source: Author
Table 3-27:Number of peak hour passengers using growth rate

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Table 3-28: Suburban Train Timetable; Source: Author

Table 3-29 Suburban Train Timetable; Source: Author

Table 5-1: DRM complex Area break-up; Source: Author

Table 5-2: DRM complex Ground floor part A - Proposed DRM functions; Source: Author
Table 5-3: DRM complex First floor part A - Proposed DRM functions; Source: Author
Table 5-4:DRM complex Second floor part A - Proposed DRM functions; Source: Author
Table 5-5:DRM complex Third floor part A - Proposed DRM functions; Source: Author
Table 5-6:DRM complex Fourth floor part A - Proposed DRM functions; Source: Author

Table 6.1: Area and amenities required as per MSSR at New long-distance node
Table 6.2: Area and amenities required as per MSSR at Heritage node for long distance passengers
Table 6.3: Suburban node split consideration; Source: Author
Table 6.4: Average number of passengers at any time during peak hours both inwards & outwards; Source:
Author
Table 6.5: Amenity requirement for Suburban node; SOURCE: Author
Table 6.6: Space calculation for 9.00 o’clock; Source: Author
Table 6.7: Evacuation & Egress Calculations; Source : Author
Table 6.8: Egress calculations for Suburban Node; Source: Author
Table 6.9: Modal split share for drop off- Daily up down passengers
Table 6.10: Modal split share for parking- Daily up down passengers
Table 6.11: Modal split share for drop off- For non- daily up down passengers
Table 6.12: Modal split share for parking for non-daily up down passengers
Table 6.13: Parking and drop off requirement for long distance passengers
Table 6.14: Standards for structural design
Table 6.15: Codes for Temporary and Permanent structures; Source: Indian Standard schedule of dimensions
Table 6.16: Codes for Temporary and Permanent structures (continuation); Source: Indian Standard schedule
of dimensions
Table 6.17: Weather Conditions; Source: Author
Table 6.18: Outdoor Design Conditions; Source: Author
Table 6.19: Indoor Design Conditions; Source: Author Note: More areas are likely to be added on
commencement of actual design.
Table 6.20: Design data for Mechanical ventilation; Source: Author
Table 6.21: Design criteria for Water Chilling Machine; Source: Author
Table 6.22: Design Criteria for Air Handling Unit; Source: Author
Table 6.23: Design Criteria for Centrifugal fans; Source: Author
Table 6.24: Design Criteria for Duct Design; Source: Author
Table 6.25: Design Criteria for Ventilation fans; Source: Author
Table 6.26: Design Criteria for filtration; Source: Author
Table 6.27: Estimated AC load for Ground floor- Office for Typical floor; Source: Author
Table 6.28: Estimated AC load for Ground floor- Retail; Source: Author
Table 6.29: Estimated AC load for First floor- Office for New building; Source: Author
Table 6.30: Estimated AC load for First floor- Retail; Source: Author
Table 6.31: Estimated AC load for First floor- Retail; Source: Author
Table 6.32: Estimated AC load for Second floor- Office for new building; source: Author
Table 6.33: Estimated AC load for Second floor- Retail; source: Author
Table 6.34: Estimated AC load for Second floor- Office for new building; source: Author
Table 6.35: Estimated AC load for Second floor- Railway Office Commercial; source: Author
Table 6.36: Estimated AC load for Second floor- Retail; source: Author
Table 6.37: Estimated AC load for Second floor- Office for new building; source: Author
Table 6.38: Estimated AC load for Second floor- NAB for Railway Office; source: Author
Table 6.39: Electrical load calculation; Source: Author
Table 6.40: Reference standards for PHE system
Table 6.41: Design consideration and assumption for water demand calculation
Table 6.42: Water Demand Calculation for Washing & Cleaning; Source: Author
Table 6.43: Water consumption data offices near Heritage Building; Source: Author

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Table 6.44: Water consumption for DRM office

Table 7.1: Applicable norms; Source: Author

Table 7.2: Staircase Design parameters; Source: Manual Standards and Specifications for Railway Stations, June
2009
Table 7.3: Minimum size for the Disabled / Casualty provision; Source: Manual Standards and Specifications for
Railway Stations, June 2009

Table 9-1: List of 11 TR Ductable AC units installed at CSMT; Source: AREP Report
Table 9-2: List of 15 TR Ductable AC units installed at CSMT; Source: AREP Report
Table 9-3: Existing plan Configuration; Source: AREP Report
Table 9-4: Design Parameters for AHU; Source: Author
Table 9-5: Package Unit Summary; Source: AREP Report
Table 9-6: 1.5TR Window Unit Summary; Source: Author
Table 9-7: 1.5 TR Split Unit Summary; Source: Author
Table 9-8: Suburban node, air conditioning load; Source: Author
Table 9-9: Suburban node, electrical load; Source: Author
Table 9-10: Long distance node, HAVC load; Source: Author
Table 9-11: Long distance node, proposed ventilation
Table 9-12: Long distance node, electrical load; Source: Author
Table 9-13: Heritage node, air conditioning load; Source: Author
Table 9-14: Heritage node, electrical load; Source: Author
Table 9-15: Illumination standards in Railways station
Table 9-16:Details of water supply system at CSMT, Mumbai; Source: CSMT PHE Department
Table 9-17: Details of water supply at CSMT, Mumbai; Source: CSMT PHE Department
Table 9-18: Design consideration and assumption for water demand calculation
Table 9-19: Water Demand Calculation for LD Terminal; Source: Author
Table 9-20: Water consumption data offices near Heritage Building; Source: Author
Table 9-21 Water consumption data for Guest House; Source: Author
Table 9-22: Water consumption data DRM Offices; Source: Author
Table 9-23 A: Proposed water tank capacity for long distance terminal
Table 9-24: Proposed water tank capacity for DRM office
Table 9-25: Proposed water tank capacity for offices building at heritage node
Table 9-26: Reuse of recycled water from STP during non-rainy season
Table 9-27: Reuse of recycled water from STP during rainy season
Table 9-28: Reuse of recycled water from STP during non-rainy season
Table 9-29: Reuse of recycled water from STP during rainy season
Table 9-30: Parameters values of water before and after treatment
Table 9-31: Codes followed for proposed functional system; Source: Author

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CHAPTER 1:
INTRODUCTION

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1. INTRODUCTION
1.1 Context
India is well underway to upgrade and modernize infrastructure for its cities and rural areas. An
ambitious program was launched for modernization of airports which has resulted in creation of some
of the world’s best infrastructure. Delhi’s Indira Gandhi International Airport has been consistently
ranked as India’s best airport for several years. The terminal 2 of Chhatrapati Shivaji Maharaj
International Airport in Mumbai has been in the news for its design and treatment of the roof. In a similar
vein, ‘Adarsh’ Station Scheme of Government of India has been underway since 2009-10. Under this
scheme, stations were categorised for the type of interventions to be undertaken. Out of the over 1200
stations identified under the scheme, over 1000 stations have already been modified with amenities
such as retiring rooms, waiting rooms, public address systems, water coolers, signage, automated teller
machine (ATM) kiosks, etc. Even before the ‘Adarsh’ Station Scheme got underway, it was recognised
that Indian Railways has over 43,000Ha of vacant land that can be monetised for developing railway
and station infrastructure. For that purpose, Rail Land Development Authority (RLDA) was set-up in
2006 by amendment of Railways Act 1989.

Figure 1.1: Front view of main heritage building at CSMT

Source: AECOM

Much like development of new airports at New Delhi and Mumbai, redevelopment of railway stations in
both cities will be projects that are prestigious and iconic in nature. Both those cities are the largest and
most recognised cities of India and both the airport and railway stations in the cities are its gateways
contributing to the overall identity of the cities. This is truer for Mumbai where the Chhatrapati Shivaji
Maharaj Terminus (CST/ CSMT/ CSTM) station building, which was earlier known as Victoria Terminus
or VT, is an icon of Mumbai. Constructed in the year 1888, the then VT station was constructed in the
Indo-Saracenic style of architecture by the colonizing British rulers. The building and its annex were

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recognised as a World Heritage site by UNESCO in 2004 after extensive efforts by Government of India
and Maharashtra.

As an integral part of the suburban rail network of Mumbai, CSMT station is the end of the line for
Harbour and Central rail lines. It serves a large catchment of the Fort area in Mumbai where many
government offices and establishments continue to operate. The Fort and Town areas also have
headquarters of some of the most important and iconic private firms of India such as Tata, Godrej, and
Reliance among others. While the daytime population density of Fort and Town areas is hard to map, it
should be well over 5x to 10x its night-time density which is observed in other similar contexts. The case
of daytime density is well documented for Manhattan in New York (https://www.triplemint.com/blog/day-
night-a-side-by-side-glance-at-nyc-population-density/). The estimated total number of daily users of
suburban rail who pass through CSMT was provided in the Project Information Memorandum prepared
by the Client (2020) that shows 14.0lakh passengers per day with 1.4lakh during peak hour. In addition
to suburban passengers, around 1.0lakh long distance passengers use CSMT with a peak of around
7,500persons. In comparison, New Delhi Railway Station had a maximum (estimated) footfall of around
6.0lakh passengers in one day in 2017 during the festive season (http://ddnews.gov.in/people/new-
delhi-railway-station-saw-6-lakh-passengers-day-festive- season). To complete the comparison, the
world’s busiest train station is Shinjuku Station in Tokyo which handles around 35.0lakh passengers
daily.

These staggering numbers are some of challenges that this project will need to deal with. However,
such high density and usage of the station is also beneficial for exploring avenues for revenue
generation from within the station building. The main aim of the design will be to create a unique and
iconic structure truly deserving of the setting. A conscious response to the outstanding heritage value
of the buildings will be prepared that can preserve the memory of the place. The design should aim
towards providing much needed amenities for passengers, at the same time, commercial viability of the
project will guide the extent of interventions.

1.2 Project Background

Preparation of a redevelopment scheme for CSMT was taken up in 2009 and awarded to an
international consortium headed by M/s AREP from France by Ministry of Railways. Tasks undertaken
included assessment of the rail yard at CSMT and its remodelling, provision of new station building with
passenger comforts, response to heritage character of the precinct, and concept for commercial
development in unused portion of CSMT site. Remodelling of the rail yard was the most important
element of the study where several key interventions were proposed. Some of those interventions were
accepted for implementation by Ministry of Railways which will flow into the current project after
consultations with various stakeholders. The second most important issue in the project was that of
circulation/ pedestrian flow.

The main strategy proposed was to untangle the suburban and long-distance movements by providing
a separate station for long distance travellers. The study also proposed decongesting station functions
by moving the maintenance yard out of the CSMT to Wadi Bunder where a maintenance yard already
exists. The third important element of the study was to decongest and declutter the heritage area of
CSMT by removing structures that were constructed post 1930s. Most of the area was proposed to be
returned to pedestrian movement and make the entry to the station a pleasant experience. The taxi
stand between the annex and long-distance station building was also proposed to be relocated.

Works on the project were completed in 2012. In 2019, the government again reignited efforts for
redevelopment of both New Delhi and Mumbai railway stations.

1.3 Project Objectives

AECOM has been commissioned at the end of 2020 to develop and finalise the master plan and
feasibility report for redevelopment of CSMT. The Letter of Award (LoA) was issued on December 29,
2020 just before the new year. The main objective of the project as outlined in the RFP is “to undertake
Technical Feasibility Study and Prepare a Master & Concept Plan of the Project Railway Station for the
purpose of affirming up the Client’s requirements in respect of development and construction of the
Project Railway Station and Project Facilities and enabling the prospective developers to assess the

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Client’s requirements in a clear and predictable manner through the management of Request of
Technical proposal”. In line with this, sub-objectives for the assignment are identified below:

1. Station image/ identity:

a. Create a unique vision for the station that sets it apart from other national and international examples
and becomes an icon for Mumbaikars
b. Align the architectural vocabulary in response to the heritage character of the precinct
2. Traffic and transportation:

a. Identify space to create pick-up/ drop-off facilities for passengers and cargo with adequate parking
and queuing space
b. Ease ingress/ egress into the station as much as possible with least impact on surrounding roads
c. Create a multi-modal interchange where possible and ease its access for passengers
d. Align intensity of use with access and circulation to build on the principles of Transit Oriented
Development (TOD)
3. Pedestrian movement:

a. Identify avenues for integrating passenger movement with surrounding Metro network and making
it as seamless as possible
b. In view of possible implementation of ‘smart card’ for all modes of transit in Mumbai, identify avenues
for future integration of gates and other infrastructure
c. Integrate universal accessibility in the pedestrian movement system to and from the station as well
as within the station
d. Explore solutions for easing pedestrian movement within the station building by provision of
mechanical movement devices
4. Infrastructure and Sustainability

a. Incorporate ‘green building’ solutions in the design wherever possible to enhance sustainability of
the station
b. Identify sites for locating utility plants such as HVAC and a common utility corridor that can allow
ease in expansion and servicing
c. Integrate innovative solutions for provision of services that can ease operations as well as commuter
comfort such as a pneumatic waste collection system
5. Heritage:

a. Preserve and enhance the ‘outstanding universal value’ of heritage buildings in the precinct by
decongesting activities around the structures
b. Propose high-level adaptive reuse of heritage structures at the master plan level to align with the
overall intent of redevelopment
c. Work closely with stakeholders to relocate the current use in the newly proposed DRM building
d. Incorporate all considerations in the master plan for preserving the heritage character in close
consultation with relevant agencies
6. Feasibility:

a. Explore avenues for enhancing the project’s commercial viability for private investment
b. Develop and fine tune the project’s financial model to get an optimum quantum of property/
commercial development required to be part of the concession
7. Station Land development:

a. Ensure adequate access to and from the stations/ surrounding areas for station related retail space
in CSMT
b. Study the MCGM DCR for applicable norms and standards on commercial development at CSMT
c. Prepare an urban design scheme that allows flexible use of the available space both at ground and
above tracks wherever feasible
8. DRM building:

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a. Create a unique architectural statement for the DRM building taking cues from local culture and long-
standing history of railways
b. Review MCGM DCR for applicable norms and standards at the site for DRM building
c. Incorporate ‘green building’ principle wherever possible in the design for enhanced sustainability

This aim of this report is to document the entire process of design and present the final master plan for
CSMT site.

1.4 Structure of this report

Following are main highlights of the chapters of this report:

Chapter 02: The existing conditions in and around the station have been documented in this chapter
including potential future proposals around the station site. Key projects by various agencies have been
documented that form the background for proposals within the station.

Chapter 03: Commuter Estimates is one of the most critical tasks undertaken for determining the future
design capacity required for the station. The chapter provides detailed rationale for total and peak hour
capacities of both suburban and long-distance nodes. The last section of the chapter documents the
pedestrian simulation of suburban side for testing the provision of automated fare collection gates.

Chapter 04: This chapter documents the overall master plan through four big moves that constitute
major changes to the station design. Overall circulation of the station has also been documented in the
chapter including that for passengers, parcel movement, and connection with future HB line along
PD’Mello Road.

Chapter 05: Details of the station design are provided in this chapter covering all nodes and floors, the
Skywalk Retail, and other components of the station.

Chapter 06: The initial section of this chapter provides an overview of the master plan development
process through the four options that were prepared in early stages of the project. The chapter describes
the concepts adopted through four big moves that constitute major changes to the station design.
Overall circulation of the station has also been documented in the chapter including that for passengers,
parcel movement, and connection with future HB line along PD’Mello Road.

Chapter 07: Broad phasing details are provided in this chapter showcasing the pragmatic basis of the
design.

Chapter 08: This chapter provides all applicable development control norms and required approvals by
various agencies and authorities.

Chapter 09: The proposed structural design of the station is provided in this chapter which is critical for
various design, phasing, and construction related moves.

Chapter 10: This chapter provides the existing conditions and design proposals for all services and
utilities for the station.

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CHAPTER 2:
EXISTING CONDITIONS

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2. EXISTING CONDITIONS
2.1 Location and Context
Chhatrapati Shivaji Maharaj Terminal (CSMT) railway station is located
at the southern end of Mumbai city in one of busiest areas surrounded
by Fort, Crawford Market, and Mumbai Port.

Fort area and Nariman point located south of the station. Fort is
business and arts district and Nariman point is a business district.
Marine lines and Kalbadevi are located on the east of the station.
Marine lines is an attraction for city and tourists with the famous Marine
Drive and Girgaon Chowpatty beach. Kalbadevi is a residential
neighborhood. Mumbai Port Trust (earlier Bombay port trust) is located
towards the west of CSMT. Gateway of India and Taj hotel are in near
proximity from CSMT located towards southern side.

CSMT is a gateway to south Mumbai for rest of the city and a daily Figure 2.1: CSMT location
means of travel. It is very much part of the life of people using suburban (city level)
trains and the only affordable means of timely travel to their livelihood.

Site & Surroundings

The Victorian Gothic Revival Chhatrapati Shivaji Maharaj Terminus (CSMT) is a bustling railway hub for
suburban and cross-country trains, surrounded by notable buildings like the 19th-century Crawford
Market, which sells local and imported produce. Also, in the area is the 1913 built General Post Office
with its grand staircases and vaulted ceiling, and the Azad Maidan sports ground which hosts casual
cricket games. Mumbai Port Trust also known as Bombay Port Trust is a long stretch of land running
parallel to CSMT. The port is primarily used for bulk cargo.

The historic Fort area lies just south of the station. CSMT was the first major station to serve the
settlement which since become a business and administrative hub of Mumbai. The Fort area continues
to be a hub of activity attracting thousands of daily commuters, many of whom travel using the suburban
train network.

Figure 2.2: Site and surroundings

Source: Google maps

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2.2 Future proposals

Introduction
The city of Mumbai is always in a state of flux – much like its peers in the global city community such
as New York, Singapore, and Hong Kong. Development works, connectivity improvements, and other
urban and transportation projects are taking shape all across the city to improve sustainability. South
Mumbai and especially the Fort area where CSMT is located, at present is primarily an employment
destination. Most of the land is utilized and what is available, is one of the most expensive pieces of
real estate in the world.

One of the most iconic projects in south Mumbai is planned to be the redevelopment of lands under
Mumbai Port Trust (MbPT). A master plan for the same has been prepared for the area which needs to
be taken into perspective while preparing the plans for CSMT. Future proposals that need to be
considered include:

1. Mumbai Port Trust master plan

2. Metro proposals (Line 3 and Line 11)

3. Harbour Line/ 5th and 6th Line alignment

4. Extension of Eastern Freeway

5. CSMT-Panvel semi high-speed corridor

6. Station area redevelopment by MRVC

Other smaller interventions such as the redevelopment of the Carnac Bridge and FOB over DN Road
are also being considered while planning for CSMT.

MBPT
Wadi
bandar

CSMT
MBPT

Mumbai Port Master Plan

Figure 2.3:Master plan of Mumbai Port Trust (source: Mumbai port draft master plan, December 2018)

Mumbai port is one of the oldest in India. The port has evolved with time and shifted its cargo to liquid
bulk, which can be transported through pipelines to avoid Mumbai traffic. The area of Mumbai Port Trust
(MbPT) is in proximity to high valued areas of city such as Nariman point, Colaba, etc. The land has
very high development potential due to connectivity by Suburban railway and Eastern Freeway.

The port trust has decided to develop new facilities and tourist attraction spaces by creating sea
transport and sea tourism activities at port area, while opening the waterfront for public. The project

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consultant HCP DPM, Ahmedabad was appointed for preparing master plan of port area to extent of
500Ha. The master plan was approved by board of trustees of Mumbai port in April 2018. To expedite
planning and implementation, MbPT requested state government to appoint themselves as a Special
Planning Authority (SPA) for an area of 966.30Ha which was later granted.

Figure 2.4: Existing land use distribution, MbPt Figure 2.5: Proposed land use distribution, Mbpt

The vison is to transform Mumbai port area to a Tourist and Sea Transport Hub. With key objectives
such as development of eastern waterfront for the city, to promote water transport, to unlock commercial
value of land and promote walkability and bicycle through mixed use development. The proposed
master plan is divided into multiple land use such as Port operational zone (15.93%), Port allied
activities (20.24%), Port eco-tourism (23.26%), Health care (0.73%), Transport (3.0%), Natural area
(0.46%), Commercial (25.63%) and Residential (10.76%). The land use distribution signifies primary
objective to develop waterfront as tourist destination.

In the draft proposal the coastline is proposed to be open for public use, along with other proposal of
Promenade, marina etc., the water taxis and Ro-Ro shall act major transport alternative with the island
city as well as across the bay. Water transport is envisaged to relieve stress on the city transport network
with various other proposal such as International cruise terminal (ICT), Domestic cruise terminal (DCT),
RO Pax terminal (already developed), Water taxi, Sea plane and Rope way. The master plan proposal
also integrates other transport projects with Transit oriented development and proposes multi modal
stations for seamless interchange between different modes. Other interventions proposed and
considered in master plan are transit oriented development, eco park, recreational and tourism park,
waterfront developments,

The development proposal will accommodate nearly 2.7 lakhs of resident population in the area. The
projection has been taken on basis of total built up area under residential use and dwelling unit of size
60/30 sqm and household size assumed to be 4.2 as per standards. Floating population estimated is
4.9 lakhs for commercial, industrials, port operation, tourism and healthcare zones.
(source: Mumbai port draft master plan, December 2018)

Metro Proposals
MMRC proposed CSMT metro station, connecting two metro corridors/ line – line 11 and line 3, is
approximately 100-120 meters on west of CSMT suburban railway station (south side). Metro line 11
connects CSMT to Wadala and Line 3 connects Colaba-Bandra-SEEPZ. CSMT metro station is the
sixth station planned on line 3 near CSMT railway station along the existing Mahapalika Marg, located
on the central verge along 18.5 m wide road. Entry and exits stairs are planned in a way that it gets
integrated with existing infrastructure like bus stops and subway. Proposed CSMT metro station is the
combination of the two separate island platforms dedicated to the tracks of two separate corridor (line
3 and 11). The station has two separate concourses connected by common unpaid corridors.
(Source: DPR of metro line 11, September 2018 and DPR of metro line 3, November 2011).

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CSMT Station

Proposed U.G .CSMT

metro station- line 3

Main heritage
building

Figure 2.6: MMRC Proposed metro line- 3 Figure 2.7: CSMT station location on metro line- 3
(source: Metro DPR- line 3, November 2011) (source: Metro DPR- line 3, November 2011)

Proposed U.G CSMT

metro station

CSMT Station

Figure 2.8: MMRC proposed metro line-11

Figure 2.9: CSMT station location on metro line-11
(source: Metro DPR- line 11, September 2018)
(source: MMRC)

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Harbour Line or 5th and 6th Line

The Harbour Line has been under discussion between Railways and various agencies since the past
decade. The additional lines will provide much needed capacity for traffic from Navi Mumbai. Significant
investments have already been made to implement various portions of the lines. A number of
discussions have been held between Railways and MMRDA for options to align the Harbour line up to
CSMT. Due to the congested nature of the area, it has finally determined that the line will be elevated
over PD’Mello Road along with an extended Eastern Freeway. The other option for the alignment is
through the MbPT area east of PD’Mello Road. In either case, the line has to cross over extended
Eastern Freeway raising the platform level to around 16-18m from the ground for some if not all the
stations. The proposals for redevelopment of CSMT take into account an elevated station for the HB
Line on PD’Mello Road which is connected with the long-distance side of CSMT. No part of the HB Line
alignment or station is within the proposed CSMT site as per latest proposals.

Figure 2.10: Harbour line alignment on east side of CSMT station (part a) (source: Central Railway)

Figure 2.11: Harbour line alignment on east side of CSMT station (part b) (source: Central Railway)

Figure 2.12: Proposed section of Harbour line alignment Figure 2.13: Proposed plan of Harbour line alignment
(source: Central Railway) (source: Central Railway)

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Extension of Eastern Freeway

The Eastern Freeway is the major artery connecting Navi Mumbai to Mumbai itself. It will probably
become less prominent once the Mumbai Trans-harbour Link (MTHL) is completed, however will still
remain an important link for northern parts of Navi Mumbai. The freeway is elevated in Mumbai and
finally drops ramp right opposite Wadi Bunder. MMRDA has plans to extend the elevated freeway
southwards along PD’Mello Road. Proposal of extension of the freeway have been sought from
MMRDA, however, it is understood that space constraints along PD’Mello Road had previously
dissuaded MMRDA in taking the freeway all the way south till General Post Office or beyond. Extended
the freeway southwards into the Fort area may not be preferable as it would be detrimental to the
heritage character. However, a direct connection from the freeway to CSMT seems to be highly
beneficial as it would alleviate the congestion on PD’Mello Road.

Figure 2.14: Eastern Freeway extension proposal (source: Mid-Day

newspaper, 1st May 2015)

CSMT-Panvel semi high-speed corridor

The fast corridor on CSMT-Panvel habour line has been proposed as part of MUTP. The DPR was
prepared by RITES for MRVC in 2012. A spur is also proposed to connect to Navi Mumbai International
Airport. As per the executive summary available on MRVC website (accessed in June 2021), the
alignment “is to run along the existing Harbour Line of Central Railway, to be accommodated generally,
within the existing right of way, elevated/ at-grade, in order to avoid/ minimize acquisition of private land/
property”. From CSMT to Mankhurd, the alignment is proposed to be elevated. The DPR further
proposes that this fast corridor be combined with the additional 5th and 6th lines being planned at
CSMT.

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Figure 2.15: Excerpt of Map showing various phases of MUTP (source: MRVC)

Station area redevelopment by MRVC

A station area redevelopment scheme was prepared by MRVC for CSMT. The proposals include
modifications to road right of ways on PD’Mello Road, Carnac Bridge, and Walchand Hirachand Marg.
The main set of proposals are for creating a large parking area in the vacant land within Railway land
accessed from PD’Mello Road. The calculation of parking estimates and other considerations for the
proposals have been requested from MRVC. The second major intervention proposed is creation of a
flyover on PD’Mello Road to segregate turning traffic towards CSMT and through traffic. Key
considerations and basis of the proposal will be reviewed, and relevant portions will be included in the
overall planning for CSMT.

Figure 2.16: Station area redevelopment scheme (source: MRVC)

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2.3 World Heritage Status by UNESCO

Mumbai became the first city in the country to get a heritage legislation. Around 624 buildings were
listed as protected heritage structures by the state government legislation No. 67 in April 1995. Eight
different precincts were identified, Fort being the largest with 14 sub precincts. A multidisciplinary
committee was established known as Mumbai Heritage Conservation Committee (MHCC) to ensure
protection of heritage buildings. CSMT is listed under Grade-I, hence it gets the highest level of
protection. The Fort area has a height restriction of 24m on new buildings (with few exemptions) to
maintain the heritage character of the area. There is a restriction on amalgamation of properties and
road widening to ensure that the heritage character is maintained.

For grade-I heritage buildings “no intervention is permitted either on the exterior or interior unless it is
necessary in the interest of strengthening and prolonging the life of the building; absolutely essential
and minimal changes would be allowed and they must be in accordance with the original.”

To maintain the heritage integrity and status as a ‘world heritage’ site, UNESCO’s development control
norms must be followed. UNESCO’s norms classify CSMT precinct into two zones – buffer zone 1 and
2. The area opposite CSMT encompassing Azad Maidan is classified as buffer zone 3.

Figure 2.17: Buffer zone map

source: UNESCO WH status nomination for CSMT -945 rev doc., July. 2004

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Buffer Zone 1
comprises of area between railway lines in the North, Walchand Hirachand Marg in the South, P.D’Mello
road in the east, and DN road in the west. The area measures approximately 17.5Ha. Zone-1 includes
structures of heritage importance like General Post office (GPO) which is grade-I heritage, Fort St.
George hospital, grade-III heritage and Fragment of old fort, grade -I heritage. The zone has been
identified to protect CSMT from Haphazard insensitive developments.

Guidelines:

• No commercial activities are permissible. As per development plan 2034, the area along
PD’Mello road side has been earmarked for office use.

• This should be ideally a no development protective zone. However, if there is any proposal for
public use then it is proposed to be restricted as low-rise development only (not higher the than
the concourse ridge top or till the ridge level of the adjoining residential quarters of the hospital
whichever is lower). Strict monitoring is essential for all proposed construction including street
furniture, bus shelters, telephone booth etc.

• All encroachments abutting the heritage structures on PD Mello Road and on rear side of
General Post Office are to be removed if illegal or rehabilitated in another location if they are
legal and footpaths are to be restored back to its original condition. Grade I heritage site are to
be free of any encroachments.

• Removal of all hoarding in this precinct. No new hoarding permissible.

• Colour scheme of non-listed buildings are strictly controlled, neutral colours like white or
matching stone colour of adjoining heritage structures are permissible subject to permission
from local stake holder (high powered steering) committee and MHCC.

• Any new development shall be predominately tiled roof top 75% of the floor area with a
minimum gradient 25 degrees and partially flat terrace 25%. The new development is to be
sensitive to existing heritages structures in mass, scale, architectural fenestration, and typology.
New finishes if proposed are to be visually matching in appearance, colour and texture.

• Greens open space is be retained; no cuttings of old trees allowed.

• Unified street furniture and signage required for this zone. This is to be designed by professional
designers and is to be approved by MHCC.

• Listed buildings require skilful repairs with respect to authenticity.

• Any development or construction in this Local Stake Holder Committees approval and then
MHCC.

Buffer Zone 2
comprises of railway lines in the north and undeveloped land in the east abutting PD’Mello road. The
area measures approximately 25.6 hectares. Guidelines proposed are similar to zone -1. Commercial
and high-rise development to be avoided which may congest the area or obstruct view of CSMT from
distance or from any other location.

Buffer Zone 3
Consist of predominant institutional building with large open spaces which is the essential character of
this area.

Guidelines:

• The area has to be treated as Grade II inclusive of all modern buildings. Modification allowed
to modern buildings subject to approval of MHCC.

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• No further development is permitted in this zone which can obstruct view of CSMT.

• Building heights are frozen as increase in height obstruct view to historic buildings.

• Redevelopment proposals will be monitored and is allowed to only those building which are
weak in structure or dilapidated and as certified by MHCC will be allowed reconstruction.

• Any work on heritage building must be carried out by qualified and experienced conservation
professional.

• Amalgamation of plots and road widening is not allowed.

• Cess rules overriding the heritage rules not applicable in this area.

• Encroachment and development in open spaces is not allowed.

• No hoarding and billboards allowed.

• Dish antennas, transmission tower, new water tank, helipads etc, are not allowed on terraces
which fall in cone of vision of heritage building.

• Modification to modem structures allowed but use of modern materials like glass, aluminum
panels which stand in contrast to historic buildings are restricted and is subject to approval of
MHCC or national competition proved by Council of Architecture.

• No industrial or commercial activity allowed which can pollute or congest the area.

• All encroachments and illegal structure to be demolished.

(source: UNESCO WH status nomination for CSMT -945rev doc., July. 2004)

2.3.4 DCPR 2034

The area within 100m. periphery or delineated by
Municipal commissioner in consultation with
MHCC shall be consider as vista for Grade-I.

Addition and new intervention in a Grade-I

complex shall be permitted if development does
not mar the grandeur, scale, setting and view of
Grade-I structure

(Source: Mumbai DP website)

Figure 2.18: Map showing 100 metre radius earmarked in DP-

2034

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2.3.5 UNESCO norms

Buffer zone -1

• New development should be low rise

which is less than 24 metre height.

• New development must be predominantly

tiled roof of 75% of the floor area with
minimum gradient of 25 degrees and
partially flat terrace 25%.

• Colour scheme must match stone colour of

adjoining heritage structures.

Buffer zone 2

• Commercial high rise is not allowed as it

will congest area and obstruct view to
heritage buildings

• Must follow regulations of buffer zone 1

(Source: UNESCO WH status nomination for CSMT,
945rev doc.)
Figure 2.19: Map showing UNESCO buffer zone
2.3.6 Chronology of Built Structures:
The map below displays the timeline of the structures built in heritage precinct of CSMT. In 1888 main
heritage building and heritage roof was built (in red). Old Annex building was built in year 1910, originally
built as hospital (in blue). Main line building built in year 1929 (in yellow) for long distance station. The
addition done after 1930s (in yellow) do not follow heritage norms and the heritage façade language.

Figure 2.20: Timeline of the structures in heritage precinct of CSMT

Source Indian Railways

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2.4 Existing scenario at CSMT

Station Functions
The station comprises of three major functions – the suburban side, the long-distance side, and the
maintenance yard which is sandwiched between the two. The terminal platforms are oriented in the
north-south direction with the main access from the south. Since its inception, the station has functioned
as the headquarters of Central Railways. The heritage buildings also house the Divisional Rail
Manager’s office (DRM) for Mumbai division. Functions specific to CSMT and operations of the stations
itself find space around the platforms and other buildings in an organic manner. Apart from passenger
traffic, the station also handles substantial parcel or goods traffic that is processed in the Parcel office.
However, CSMT is known the most for its suburban side of traffic which is one of busiest in the world.

The suburban platforms of the station have no space for amenities except platform 01 which is wider
and singly loaded since tracks are on one side only. All tracks have dual discharge (both sides) and
platforms are numbered accordingly. Tracks are dedicated for Harbour Lines, Central Lines, and Trans-
Harbour Lines. There is no mid platform subway or FOB for crossing from one platform to the other.
Since tracks are dual discharge, passengers are often observed using stationary trains to cross from
one platform to the other to avoid walking all the way to the ends. The northern end of the platform has
an FOB allowing crossovers. The track sandwiched between platform 01 runs precariously close to the
New Administrative Building whose outer wall is also being used for propping up electric cables. The
track sandwiched between platform 07 is covered by the Traffic-Accounts Building (1F) which runs
almost the entire length of the platform.

In the long-distance portion, each side of the platform has a different number. Platforms 8/9, 10/11, and
12/13 are short and cannot cater to longer 26 car trains which would be going to platforms 14/15, 16/17
and 18. All platforms can be accessed from the southern heritage side, which however leads to a long
walk for passenger to find their car. The ticket office at eastern side which is accessed from PD’Mello
Road is more conveniently located at the centre of the longer platforms. Since most of the station
facilities and building are located at the southern end, it is but natural that platforms would see a lot of
passenger and railway staff traffic.

1A. Main Heritage building / HQ / GM

Building
1B. Old Annex Building / Old admin building
1J (DRM office)
1C. New Annex Building
1D. Main line office building
1E(i) CCM (PM) Building
1A 1E(ii) Guard Running Room Building
1F 1E(iii) Parcel godown
1E(iv) Mosque
1F. Traffic Accounts (TA) Building
1B 1G. Parcel office building
1D 1H. Long Distance terminal Building
1J. New Administrative Building (NAB)
1G 1K. New building (at LD side)
1C 1E(iv)
1E(ii) 1E(iii)
1E(i)

1H
Heritage Building 1K
Addition to heritage
Other Existing Buildings
Parking
circulation
Sub Urban Platform (1-7 no.)
Long Distance Platform (8-18 no.)

Figure 2.21: Station major function and structures

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Major Dimensions
The overall dimensions of the station in terms of walking from south to north ends would be almost a
kilometer. The evacuation time from middle of the longer platforms would hence be around 5-7mins.
The platforms on the suburban side are typically 270m long with a concourse depth of only 30m on the
south side. The northern side of the platforms does not have a concourse and FOB only allows
evacuation towards DN Road or long-distance side. Since the collapse of FOB on DN Road, passengers
would use platform 01 to evacuate the station. The 30m depth of the concourse on southern side allows
just enough holding area and space for crisscrossing pedestrian traffic. It is documented that the
suburban side functions close to LOS E during peak-of-peak hours or during surge (PIM, 2020).

The long-distance concourse on the southern side has limited seating space for waiting passengers.
Typically, passengers end up sitting on the floor or find benches on platforms while waiting for the train
to arrive.

Vehicular drop-offs and pick-ups are managed in the limited space in between the Annex and Main Line
Buildings. Due to the limited space, police personnel are deployed to enforce a no waiting policy on all
vehicles coming into the area. This space is used by both suburban and long-distance passengers. The
eastern entrance from P D’Mello Road has ample parking space at the moment, however, is constrained
by congestion on P D’Mello Road.

Figure 2.22: Major dimension marked

The three main challenges due to the dimensions and distances within the station can be summarized
as:

1. Limited concourse space at the southern end of both suburban and long-distance sides, and
no concourse space at any other place in the station.

2. Long walking distances from long-distance side to other parts of the station.

3. Limited vehicular/ multi-modal interchange space at the station.

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Circulation
The circulation at CSMT can be divided into two parts – external and internal. Internal circulation can
then be further divided into two parts – suburban and long-distance. In order to get to CSMT, passengers
can access the station premises from the south, west (DN Road), and east (PD’Mello Road). Almost
90% of the total number of passengers using CSMT are suburban passengers. The major entrance to
the station premises is from the south which is used by majority of the passengers. The pre-COVID
pedestrian surveys indicate that almost 80% of the suburban passengers use the southern side for
ingress and egress during both morning and evening peak hours. This figure also includes the
passengers using the DN Road underpass. Around 10% each use the eastern and western sides for
commuting to and from their destinations. The east bound passengers use the FOB over all the tracks
leading up to platform 18. The long-distance passengers are using both the southern and eastern
entrances although there are more intermodal options at the southern entrance.

Evening

Figure 2.23: Commuter flow in morning and evening (source: PIM)

Apart from the platforms, internal circulation within the station is primarily observed around the
concourse area on the south side which caters to majority of movements such changing from one
suburban train to another and changing from suburban to long distance. Since there are no ticketing
facilities on the northern end of platforms, all passengers have to access the southern side in case of a
requirement.

Some of the key challenges from the perspective of circulation are:

1. Dependence on south side for ticketing and amenities.

2. Lack of holding area or waiting space in both suburban and long-distance concourse areas.

3. Criss-crossing and mixing of counter flows in both suburban and long-distance areas.

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Land at PD’Mello side

Around 80,000 sqm of land is partially vacant on the eastern side of CSMT site which is accessible from
P D’Mello Road. Portion of land towards north has structure of RPF sheds/quarter, toilets, Railway
godown, Oil tank and other railway related amenities, comprises of area 24,000 sqm which has to be
retained.

The site is earmarked in buffer zone-2 under UNESCO norms. According to UNESCO norms the land
cannot be used for commercial purpose and limits the structure height up to 24 meters. As per
development plan of Mumbai, 2034 the land can be utilized for office use only.

The CSMT redevelopment plan envisage to utilize the land parcel for railway office and station related
purpose to achieve full development potential of the land parcel. CSMT offices vacated from existing
buildings will be relocated in new facilities on this land parcel. In future, this land parcel would face the
redeveloped parcel in Mumbai Port Trust’s area. Better access along P D’Mello Road would help
capitalize on this area and those of the Mumbai Port Trust.

Figure 2.24: Land is marked for office use. Figure 2.25: Map showing existing structures
(source: Development plan Mumbai, 2034) on P D’Mello roadside land parcel

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Existing Buildings
At CSMT there are office departments which are Headquarter (includes HQ support), DRM, Station
function and Other railway offices. These department are spread across various buildings namely Main
heritage, Old Annex, New Annex, Main line office, Traffic account, New administrative, CCM (PM),
Parcel office. Parcel godown and Guard running room building. The existing scenario of above-
mentioned building is captured in this section.

A Main heritage building

Main heritage building is occupied with Headquarter and Station function department.

B Old Annex building

Old annex is occupied with Headquarter and DRM department.

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C New Annex building

New Annex building is occupied with Station function and DRM department.

D Main line building

Main line building is occupied with Station function and Other railway offices.

Figure 2.26: Main line office building

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E New administrative building (NAB)

New Administrative building is occupied with Station function, Headquarter and Other railway offices.
Only the department at ground, first and second floor will be relocated, departments at other floor are
retained.

F Traffic Accounts (TA) building

Traffic accounts building is occupied with Station function and Other railway offices.

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G CCM(PM)
CCM (PM) building is occupied with Station function and Other railway offices department.

H Guard running room

Guard running room building is occupied with Station function and Other railway offices department.

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I Parcel office building

Parcel office is occupied with station function and other railway offices.

J Parcel godown
Parcel godown is occupied with station function.

Figure 2.27: Parcel godown

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Yard Plan
A Existing Yard Plan
The existing yard at CSMT is divided into three functions which are Suburban, Long distance and
Maintenance. The maintenance yard is enveloped by long-distance platforms on both sides. There are
two maintenance lines within the long-distance platform area.

Figure 2.28: Existing yard plan. (Source: PIM report)

Suburban Platforms

Platform number 1 to 7 are suburban platforms. Platforms number 1 to 6 are under heritage Shed and
platform number7 is under Traffic Accounts building. The concourse for all platform is towards heritage
side and access to concourse is from south and west.

S. No. Platforms Remarks

a PF 01 (west of Line 01 Used for Harbour line trains with 9 coaches
– Harbour Line)
b PF 01 / 02 Used for Harbour line trains with 9 coaches on Line 1 & 2.
c PF 02 / 03 Used for Harbour line trains on Line 02 and slow line trains
on Line 03.
d PF 03 / 04 Used for slow line trains on Line 03 and slow line trains on
Line 04.
e PF 04 / 05 Used for slow line trains Line 04 and fast trains on Through
Line 05.
f PF 05 / 06 Used for fast trains on Through Line 05 and fast trains on
Through Line 06.
g PF 06/07 Used for fast trains on Through Line 06.
h PF 07 Used for fast / slow trains on Line 07.

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i Amenities for the In general, no special amenities have been provided on the
Commuters on the platforms. A few refreshment stalls/ kiosks are available on
platforms PF 01 (west of Line 01). Toilets are available at the tail end
of PF 02 only. Most commuters use the suburban concourse
toilets.
Table 2.1: Suburban platforms description
(Source: PIM report)

Long distance platforms

Platform number 8 to 18 are long distance platforms. Platform 8 to 13 are directly connected to
concourse at south whereas platform number 14 to 18 are located away from concourse, connected to
concourse through a wide passage at ground floor of Parcel office building. The passage has waiting
rooms and other facilities which interfere with passenger movement. Long-distance platforms have a
second entrance from PD’Mello roadside.

S. No. Platform Maximum Width Area Capacity

Number (M.) (Sq. m.)
(No. of coaches)

a. 8/9 8.9 3640 18

b. 10/11 10.6 3063 11

c. 12/13 10.7 3903 16

d. 14/15 10.8 6135 24

e. 16/17 10.0 8177 26

f. 18 10.4 6789 26

Table 2.2: Long distance platforms description

(Source: PIM report)

Maintenance and Stabling area

Maintenance facilities at CSMT have provision for charging, watering, testing, washing, rolling in and
rolling out examinations, which are dedicated for long distance trains. Wadi bandar depot and Mazgaon
provide second level and third level of services respectively. Mazgaon depot handles all level of
maintenance for suburban trains.

(source: AREP report)

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B Proposed (future) Yard Plan

The proposed Engineering Space Plan (ESP) of yard at CSMT proposes extension of platforms
numbers 10-11 and 12-13 for 24 coaches of train, these platforms handle long distance trains. The
extension of platforms will impact change in alignment of railway track. Route Relay Interlocking (RRI)
building was proposed and has been built on undeveloped land at PD’Mello roadside. Planning for the
yard and RRI building has been undertaken by Railways.

Figure 2.29: Future ESP of CSMT yard

Source: Railways

Figure 2.30: Platform extension proposed

Source: Railways

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Parcel Movement
AT CSMT parcel is loaded and unloaded at two location. First is at parcel godown building located at
southern side which is accessed from St. George road. Second is at platform 18 which is accessed
from P D’Mello roadside. The movement of parcel within station is via platform 18 and long-distance
concourse. The parcel movement has cross movement with passenger movement, also it creates
congestion at concourse where most of the passenger’s amenities are located.

Figure 2.31: Existing parcel movement plan

Additions and Extension to Heritage Structures

CSMT being world heritage site has gone under renovation/addition several times since it was built.
Heritage buildings in the precinct were extended to meet demand of office spaces. The extension to the
buildings does not comply with the heritage norms and hence the heritage value of the precinct is
degraded. The map below captures the timeline of various extension made to the heritage structure.

Main heritage NAB

building
Traffic accounts
Main line
Old annex
building
Parcel office
CCM(PM
) Parcel Guard
godown running
room

Long distance
building

Figure 2.32: Building construction timeline

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The extension is done vertically and horizontally to heritage buildings and new building structures were
also built to meet increase in office space demand.

Main heritage building, the extension was built to the east side and third floor was added partially. Old
annex building, veranda added on north side to connect New annex building and third floor was added.
Main line building, extension was built on ground floor north side and third floor was added. Other
structure built are namely New annex, CCM (PM), Parcel godown, Guard running, Traffic accounts,
New Administrative building (NAB), Long distance building and Parcel office building at long distance
concourse.

New Annex

Old Annex
Main line
building

Main
heritage
building

Figure 2.33: 3D view showcasing extension made to Figure 2.34: Plan showcasing extension made to
existing heritage buildings existing heritage buildings

Condition of existing roof over platforms/

CSMT has multiple type of roofs above platforms as additions/ extension, having been executed at
several junctures since it was built. The addition is entirely on functional basis with steel members and
skylights. The heritage roof showcasing Victorian architecture style covers suburban platform partially.
Truss roof covered with transparent material built during 1930s covers few long-distance platforms
partially. The roof structure is in dilapidated condition and the transparent sheet panel has dropped off
at many places. The roofing material requires maintenance which can strengthen the structure and
enhance the look.

Heritage roof

Truss roof

Figure 2.35: Map showing roof construction timeline

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Figure 2.36: Aerial view showing different types of roof

Figure 2.37: Heritage roof above suburban concourse

Figure 2.38: Truss roof above platforms

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2.5 Concluding Remarks

• The CSMT railway station serves both suburban and long-distance function which
provides city level and cross-country connectivity respectively. The strategic location of
station which is near proximity to Mumbai CBD area makes it one of the busiest stations
in the world.
• With various future proposal of different transport models around CSMT, proposals
establish potential to develop the area for multi-modal transit hub in near future.
• There has been practically no change to the station and its facilities in its 120year history,
no new amenities have been added for commuters.
• The southern side of the station becomes congested, especially during peak hours as most
of the passengers prefer to access from southern side due to limited access options.
• Limited passenger amenities at station which are located at one zone and unmaintained
infrastructure is degrading world heritage value.
• Conflict between circulation and limited parking facility creates passenger inconvenience
and discomfort.
• Station demands to be updated with state-of-the-art facility and restore its original glory to
re-establish/ enhance world heritage site status.

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CHAPTER 3:
COMMUTER’S ESTIMATE

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3. COMMUTER ESTIMATES FOR CSMT

3.1 Introduction
The station design for the CSMT will be dependent on the “Total Passenger Load” and “Peak Hour
Passenger”. Manual of Standards and Specifications for Railway Stations (MSSR) in para 2.6 (a)
states that the station design is to be carried out for the passenger forecast for a period of 40 years i.e.
up to the year 2061. This report provides the existing and the forecasted passenger data required for
the station design.

3.2 Estimation of the base year data using the ticket sales data
(CRIS Data used for passenger projection)

Base Year Data

Considering the current pandemic situation, the current passenger flow is aberrant and is not
representative of the typical passenger flow in pre-pandemic or post-pandemic times. Thus, the
estimation of the current traffic had been done based on secondary sources/ reports for which the
surveys were done in pre-pandemic times. The base year data has been collected from two data
sources in Centre for Railway Information Systems (CRIS), which are:

• Passenger Reservation System (PRS) for the Passengers travelling against a

Reservation
• Unreserved Ticketing System (UTS) for Passengers travelling without Reservation

The data from these systems for three Years is summarised below:

Category of 2017 2018 2019

Passengers
Reserved (PRS data) 43,919 44,371 41,497
Unreserved (UTS 14,75,116 14,66,849 14,77,496
data)
Total 15,19,035 15,11,220 15,18,993
Table 3-1: Total Passenger Count
Source: Centre for Railway Information System

It may be noted that the all the passengers listed in the PRS use long distance trains that terminate at
long-distance platforms and majority of the passengers listed in UTS will be using the suburban trains
that terminate at suburban platforms. However, a part of the passengers listed in UTS shall be using
the long-distance trains that terminate/originate at long-distance platforms. The UTS data was collected
by the consultants from CRIS earlier from another study. The consolidated figure of number of
unreserved passengers is calculated from the same UTS data. However, for a period of six months
(October 2017 to March 2018) the split of number of passengers is provided on monthly basis.

This is presented at the table given below:

Month No. of Unreserved No. of Suburban % of Suburban

Passenger Passengers passengers in unreserved
passengers
Oct-17 1,39,73,656 1,31,05,878 93.79%
Nov-17 1,32,38,594 1,24,56,555 94.09%
Dec-17 1,39,24,768 1,31,05,878 94.12%
Jan-18 1,42,18,902 Indian 1,34,04,730 94.27%
Railways Stations
Development
Corporation Ltd

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Feb-18 1,22,55,828 1,14,96,723 93.81%

Mar-18 1,37,37,642 1,29,59,832 94.34%
Table 3-2: Split of number of passengers on monthly basis
Source: Centre for Railway Information System

It is clear from the above data that on an average, of the total unreserved passengers, percentage of
suburban train passengers is around 94% which is almost constant through the year. Remaining 6%
passengers of the unreserved passengers use long distance trains. Accordingly, the passengers using
the long-distance trains and suburban trains has been worked out and presented at table given below:

Category of Passengers 2017 2018 2019

Long Distance (6% of UTS + 1,32,426 1,32,381 1,30,147
PRS)
Suburban (94% of UTS) 13,86,609 13,78,838 13,88,846
Total 15,19,035 15,11,220 15,18,993
Table 3-3: Unreserved Passengers using Long Distance Trains
Source: Centre for Railway Information System

Secondary Survey for the study

As already mentioned, that in the absence of primary surveys, the study is based on the data from
secondary sources. This data and the forecasts given in the different studies has been used for the
forecast of passengers. Following studies and the forecasted numbers have been referred for this study:

1. “Updated Comprehensive Transport Study (CTS) for MMR” - 2019 for MMRDA;

2. “DPR for Fast Corridor on CSMT – PNVL Harbour Line” – 2016 for MRVC

3. “Revenue maximizing study with affordability studies” – 2014 for MRVC

4. “Mumbai Suburban Rail Passenger Surveys and Analysis” – 2013 for MRVC

5. “DPR for Mumbai Metro Line III (Colaba-Bandra-SEEPZ corridor)” – 2011 for MMRC

6. National Rail Plan 2020-21 prepared for Ministry of Railways

7. Project Information Memorandum (PIM) issued by IRSDC, prepared based on report prepared
by AREP – 2011

The sections from the study from where the relevant data is used are given in the Annexure 11. The
details are given in the sections where the reports are discussed in detail. It is also substantiated with
the feedback given by the Railway officers at Railway Station Level and the operational characteristics
of the Railway Station

It may be noted that these studies are based on two type of data sources:

1. Ticket sales data from CRIS

2. Actual passenger counts carried out at the stations

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3.3 Passenger growth estimate for CSMT based on Ticket Sales Data
Trends for Long distance and Suburban from the CRIS Data
As already mentioned, CRIS data is available separately for the Reserved and Unreserved Passengers.
Based on the trend analysis of the available data, the numbers have been forecasted.

A Reserved Passengers
The data for reserved passengers is available for 8 years (2012-13 to 2019-20). The trends show that
the number of reserved passengers from CSMT have been declining. Based on the trend for last few
years for which the data is available, number of reserved passengers is forecasted. However, the trend
shows that there is a rapid decline in the number of reserved passengers being handled at CSMT in
last two years. The number of passengers has reached a historic low of around 1.5 crore per annum. It
is assumed that there will not be any further decline in this and hence the numbers were capped at this
level, which translated to around 41,096 passengers per day. This is presented in the table given below:

No. of Reserved Passengers

Year CAGR
Annual Daily
2013 1,60,13,346 43,872 0.16%
2014 1,60,39,236 43,943 2.69%
2015 1,64,70,328 45,124 -3.69%
2016 1,58,61,908 43,457 1.06%
2017 1,60,30,332 43,919 1.03%
2018 1,61,95,242 44,371 -6.48%
2019 1,51,46,334 41,497 -1.18%
2020 1,49,67,003 41,005 0.22%
2021 1,50,00,000 41,096 0.00%
2026 1,50,00,000 41,096 0.00%
2031 1,50,00,000 41,096 0.00%
2041 1,50,00,000 41,096 0.00%
2051 1,50,00,000 41,096 0.00%
2061 1,50,00,000 41,096 0.00%
Table 3-4: Number of Reserved passengers
Source: Centre for railway Information System

The total number of daily reserved passengers is estimated at around 41 thousand passengers by the
year 2061.

PRS data also gives the split of reserved passengers for AC and Non-AC categories for these 8 years
(2012-13 to 2019-20). The trends show that the number of reserved AC passengers from CSMT have
been declining. Based on the trend for last few years for which the data is available, number of AC and
Non-AC reserved passengers are forecasted. The trends show that while there is a decline in the
number of Non-AC passengers at CSMT in last eight years, the number of AC passengers is increasing.
The number of AC passengers is forecasted based on the trends and the number of Non-Ac passengers
is forecasted by subtracting the AC passengers from the total reserved passengers forecasted earlier.
This is presented in the table given below:

Year No. of Reserved Passengers Annual AC : Non-AC split

AC CAGR Non-AC CAGR Total
2013 10,800 33,072 43,872 24.62% : 75.38%
2014 11,439 5.91% 32,504 -1.72% 43,943 26.03% : 73.97%
2015 11,664 1.97% 33,460 2.94% 45,124 25.85% : 74.15%
2016 11,576 -0.76% 31,882 -4.72% 43,457 26.64% : 73.36%

Prepared for: Rail Land Development Authority AECOM

51 38

2017 11,903 2.82% 32,016 0.42% 43,919 27.10% : 72.90%

2018 12,149 2.07% 32,221 0.64% 44,371 27.38% : 72.62%
2019 12,101 -0.40% 29,396 -8.77% 41,497 29.16% : 70.84%
2020 12,693 4.90% 28,312 -3.69% 41,005 30.95% : 69.05%
2021 12,773 0.63% 28,323 0.04% 41,096 30.73% : 69.27%
2026 13,865 1.65% 27,231 -0.78% 41,096 33.74% : 66.26%
2031 14,957 1.53% 26,139 -0.82% 41,096 36.39% : 63.61%
2041 17,140 1.37% 23,956 -0.87% 41,096 41.71% : 58.29%
2051 19,324 1.21% 21,772 -0.95% 41,096 47.02% : 52.98%
2061 21,507 1.08% 19,589 -1.05% 41,096 52.33% : 47.67%
Table 3-5: Number of Reserved passengers annually
Source: Centre for railway Information System

Annual AC reserved passengers are estimated at around 78.5 lakh passenger and Non AC passengers
are estimated as around 71.5 lakh by the year 2061.

B Unreserved Passenger
The data for unreserved passengers is available for only 3 years (2016-17 to 2018-19). The trends
show that overall, the number of unreserved passengers from CSMT has been showing a very marginal
increase. Based on these trend, number of reserved passengers have been forecasted. It is assumed
that in 20 years i.e. the year 2041, the development around the CSMT will reach saturation in
development potential and there will not be any marginal growth in the number of passengers. So, the
numbers beyond 2041 was kept constant up to the year 2061. This is presented in the table given
below:

Year No. of Unreserved Passengers CAGR

Annual Daily
2017 53,84,17,366 14,75,116 -0.56%
2018 53,53,99,933 14,66,849 0.73%
2019 53,92,85,966 14,77,496 -0.03%
2021 53,90,03,988 14,76,723 0.08%
2026 54,11,75,488 14,82,673 0.08%
2031 54,33,46,988 14,88,622 0.08%
2041 54,76,89,988 15,00,521 0.08%
2051 54,76,89,988 15,00,521 0.00%
2061 54,76,89,988 15,00,521 0.00%
Table 3-6: Numbers of Unreserved passengers
Source: Centre for railway Information System

The total number of daily passengers is estimated at around 15 lakhs for the year 2061.

Prepared for: Rail Land Development Authority AECOM

52 39

C Daily Long Distance and Suburban Passengers Estimate

Considering that the split of unreserved passengers remains same at 94% for suburban and 6% for
long distance, the number of long distance and suburban passenger has been estimated. Considering
that all the unreserved long-distance passengers are Non AC passengers, they have been added in the
non AC passengers and accordingly a split between AC and Non AC passengers has been worked out.

Year Long Distance (Reserved + 6% Suburban (94% of unreserved

of unreserved Passengers) passengers)
Number CAGR Number CAGR
2017 1,32,426 13,86,609
2018 1,32,381 -0.03% 13,78,838 -0.56%
2019 1,30,147 -1.69% 13,88,846 0.73%
2021 1,30,175 0.01% 13,88,120 -0.03%
2026 1,30,516 0.05% 13,93,712 0.08%
2031 1,30413 -0.02% 13,99,305 0.08%
2041 1,31,127 0.05% 14,10,489 0.08%
2051 1,31,127 0.00% 14,10,489 0.00%
2061 1,31,127 0.00% 14,10,489 0.00%
Table 3-7: Daily long distance and Suburban passengers forecast
Source: Centre for railway Information System

Considering that all the unreserved long-distance passengers are non-AC passengers, they have been
added in the non-AC passengers and accordingly a split between AC and non-AC passengers has been
worked out.

Year Long Distance Passengers AC%: Non-

Ac% (of
AC CAGR Non-AC CAGR Total CAGR
Reserved
Passengers Passengers
Passengers)
2017 11,903 1,20,523 1,32,426 8.99% :
91.01%
2018 12,149 2.07% 1,20,232 -0.24% 1,32,381 -0.03% 9.18% :
90.82%
2019 12,101 -0.40% 1,18,046 -1.82% 1,30,147 -1.69% 9.30% :
90.70%
2020 12,693 4.90% 1,16,844 -1.02% 1,29,537 -0.47% 9.80% :
90.20%
2021 12,773 0.63% 1,16,926 0.07% 1,29,699 0.12% 9.85% :
90.15%
2026 13,865 1.65% 1,16,191 -0.13% 1,30,056 0.05% 10.66% :
89.34%
2031 14,957 1.53% 1,15,457 -0.13% 1,30,413 0.05% 11.47% :
88.53%
2041 17,140 1.37% 1,13,987 -0.13% 1,31,127 0.05% 13.07% :
86.93%
2051 19,324 1.21% 1,11,804 -0.19% 1,31,127 0.00% 14.74% :
85.26%
2061 21,507 1.08% 1,09,620 -0.20% 1,31,127 0.00% 14.09% :
83.60%
Table 3-8: Split between AC and Non- AC passengers for Long distance node
Source: Centre for railway Information System

Prepared for: Rail Land Development Authority AECOM

53 40

Passenger growth estimate for CSMT based on CTS

As per the update of the “Comprehensive Transport Study” (CTS) for Mumbai Metropolitan Region
(MMR), prepared “for MMRDA, travel demand for the horizon period up to 2041 is estimated using
relevant travel demand models that were developed based on various planning parameters. Planning
parameters assessed for the MMR area during the base years and various horizon years are
summarized in table given below:

Planning Parameters for the Base and Horizon Years:

Parameter Unit 2017 2021 2026 2031 2041

Population, Million 24.88 26.52 27.76 29.32 32.17
CAGR % 1.61% 0.92% 1.10% 0.93%
Employment, Million 10.24 11.13 11.97 12.99 14.91
CAGR % 2.11% 1.47% 1.65% 1.39%
Table 3-9: Planning Parameters for the Base and Horizon Years
Source: Comprehensive Transport Study

The study also gives the trip characteristics and their forecasts in terms of the total daily person trips by
different modes including trips by Public Transport (buses, metro/ monorail/ suburban trains). This is
given at table below:

Daily Passenger Travel Demand within MMR– Horizon Period 2021-41, in million

Vehicle Type 2017 2021 2026 2031 2041

Car 1.59 1.6 1.69 1.58 1.79
Two-wheeler 2.34 2.36 2.52 2.25 2.55
Auto 0.95 1.02 1.08 0.91 0.97
Taxi 1.63 1.66 1.53 1.23 1.2
Bus 3.75 1.82 1.99 1.68 1.8
Suburban Trains 8.11 6.85 6.99 7.01 7.02
Metro & Mono 0.41 4.34 5.13 7.39 9.58
Total 18.78 19.65 20.93 22.05 24.91
Table 3-10: Daily Passenger Travel Demand
Source: Comprehensive Transport Study

Growth rates for different modes have been calculated from the above data and given below:

Vehicle Type 2017-21 2021-26 2026-31 2031-41

Car 0.16% 1.10% -1.34% 1.26%
Two-wheeler 0.21% 1.32% -2.24% 1.26%
Auto 1.79% 1.15% -3.37% 0.64%
Taxi 0.46% -1.62% -4.27% -0.25%
Bus -16.53% 1.80% -3.33% 0.69%
Suburban -4.13% 0.41% 0.06% 0.01%
Metro & Mono 80.38% 3.40% 7.57% 2.63%
Total 1.14% 1.27% 1.05% 1.23%
Table 3-11: Growth Rates for Different Modes of Transport
Source: Comprehensive Transport Study

Prepared for: Rail Land Development Authority AECOM

54 41

The data in the study is used to derive different ratios relating to the use of Public Transport and the
use of suburban trains for different horizon years. These are presented in the table given below:

Vehicle Type 2017 2021 2026 2031 2041

Total Trips 18.78 19.65 20.93 22.05 24.91
(Million)
Total 24.88 26.52 27.76 29.32 32.17
Population
(Million)
Per Capita 0.74 0.74 0.75 0.75 0.77
Trip Rate
Public 45.37% 56.95% 57.91% 65.31% 66.64%
Transport
(PT) Share
Suburban 95.19% 61.22% 57.67% 48.68% 42.29%
trains in
Share PT
Suburban 43.18% 34.86% 33.40% 31.79% 28.18%
Train Share in
total demand
Table 3-12: Ratios relating to the use of Public transport and use of suburban trains
Source: Comprehensive Transport Study

The study is also used for deriving the ratio of passengers using the CSMT, Central Railway and total
suburban passengers.

Ratio of 2016 2017 2018 2021 2026 2031 2041

Passenge
rs using
Central 65.77% 66.63% 66.21% 67.09% 68.22% 69.36% 71.71%
Railway/T
otal
CSMT/Ce 34.01% 32.06% 30.81% 26.49% 20.70% 16.17% 9.88%
ntral
Railway
CSMT / 22.37% 21.36% 20.40% 17.77% 14.12% 11.22% 7.08%
Total
Suburban
Table 3-13: Ratio of passengers using CSMT, Central railway and total suburban passenger
Source: Comprehensive Transport Study

The report has not made any projections for the Long Distance or Suburban passengers in the study.
The study has only made the forecast for the reserved passengers at CSMT station which are given in
the table below:

No. of 2016 2017 2018 2021 2026 2031 2041

Reserved
Passenge
rs
Annual 15.86 16.03 16.20 17.20 17.80 17.60 19.60
(in
million)
Daily 43,457 43,919 44,371 47,123 48,767 48,219 53,699
(no.)
Table 3-14: Reserved passengers at CSMT station
Source: Comprehensive Transport Study

Prepared for: Rail Land Development Authority AECOM

55 42

Forecasted number of suburban passengers has been worked out indirectly by observing certain trends
in the data.

• Growth rate of Suburban train is initially declining and then increasing very marginally

• Share of suburban passengers carried by Central Railways is increasing

• Share of passengers handled by CSMT in CR is decreasing

The following growth trends are given in the report, from where the growth rates for suburban
passengers has been deduced. The horizon year for the report is 2041. It is felt that in 20 years i.e. the
year 2041, the development around the CSMT will reach saturation in development potential and there
will not be any or very marginal growth in the number of passengers. So, the numbers beyond 2041
was kept constant up to the year 2061.

2016 2017 2018 2021 2026

Suburban CAGR (a) -4.13% 0.41%

CR/Total (b) 65.77% 66.63% 66.21% 67.09% 68.22%

CSMT/CR (c) 34.01% 32.06% 30.81% 26.49% 20.70%

CSMT CAGR (d=b*c) 22.37% 21.36% 20.40% 17.77% 14.12%

CSMT CAGR (e=a*c) -3.4% 0.3%

Suburban passengers 13,86,609 13,78,838 13,88,846 11,64,041 11,79,724

2031 2041 2051 2061

Suburban CAGR (a) 0.06% 0.01% 0.01% 0.01%

CR/Total (b) 69.36% 71.71% 71.71% 71.71%

CSMT/CR (c) 16.17% 9.88% 9.88% 9.88%

CSMT CAGR (d=b*c) 11.22% 7.08% 7.08% 7.08%

CSMT CAGR (e=a*c) 0.0% 0.0% 0.0% 0.0%

Suburban passengers 11,81,495 11,82,054 11,82,054 11,82,054

Table 3-15: Forecasted number of suburban passengers
Source: Comprehensive Transport Study

Extracts of the pages of the report which have the relevant data is given at Annexure 11A.

Prepared for: Rail Land Development Authority AECOM

56 43

Passenger growth estimate for CSMT based on ‘National Rail Plan’ by Indian Railways
Indian Railways has prepared “National Rail Plan” to develop capacity, infrastructure and enhance rail
freight share ahead of the demand. The plan also gives the railway passenger forecast up to the year
2050 for all the districts in the country for the Long Distance and Suburban Passengers.

A Long Distance Passengers

National Rail Plan has forecasted for growth rates for long distance railway passengers for Mumbai city
for different cardinal years. Following factors have been considered for the passenger forecast at CSMT:

• Very limited or no potential for growth in and around South Mumbai i.e. catchment area of CSMT
area.
• Space constraints around the existing terminal/station with very limited or no scope for additional
trains; and
• Development of new and expansion of the existing directional terminals,

Considering the above factors in the forecast of the passenger from CSMT, the growth rate for
passengers around CSMT has been assumed to be only 10% of the growth of passengers from
Mumbai. These growth rates have been applied to the existing (year 2018) no. of passengers for CSMT
to forecast Long Distance Passengers. It is felt that in 20 years i.e. the year 2041, the development
around the CSMT will reach saturation in development potential and there will not be any marginal
growth in the number of passengers. So, the numbers beyond 2041 was kept constant up to the year
2061. This is summarised in table as follows:

No. of daily
No. of daily Long-
Growth Assumed growth rate Intercity
Year Distance Passengers
Rate (10% of Mumbai GR) Passengers
from Mumbai
at CSMT

2018 1,03,55,456 1,32,381

2021 1,15,92,463 3.83% 0.38% 1,33,909

2026 1,37,09,937 3.41% 0.34% 1,36,209

2031 1,62,32,817 3.44% 0.34% 1,38,566

2041 1,97,19,808 1.96% 0.20% 1,41,313

2051 1,97,19,808 0.00% 0.00% 1,41,313

2061 1,97,19,808 0.00% 0.00% 1,41,313

Table 3-16: Growth rate of passengers

Source: ‘National Rail Plan’ by Indian Railways

Extracts of the pages of the report which have the relevant data is given at Annexure 11B.

Prepared for: Rail Land Development Authority AECOM

57 44

B Suburban Passengers
Indian Railways operates the Suburban services for four cities, Mumbai, Chennai, Secundrabad and
Kolkata. NRP has also forecasted for number of suburban passengers combined of Mumbai, Chennai
and Secundrabad for different cardinal years. Thus, no worthwhile estimate of CSMT passengers can
be made from the NRP report.

MRVC Report
Mumbai Rail Vikas Corporation appointed a consultant of international repute to carry out sub-urban
rail passenger surveys, analyse the data and forecast passengers on the system. The surveys were
carried out in the year 2011-12. This study was chosen as the study was based on the real surveys and
not on the ticket sales data. The study has forecasted the OD Matrices for the different cardinal years
for three lines which terminate as at CSMT. These lines are:

• Central Line (CSMT to Kalyan and further to Kasara & Khopoli)

• Harbour Line (CSMT to Panvel)
• Harbour Line (CSMT to Bandra/Andheri)

The passengers have been worked out for CSMT by adding the CSMT boarding and deboarding from
all the three lines. The results are presented in the table given below:

Year Central Line CSMT – Panvel CSMT- Bandra/Andheri Total Passengers at

Line Line CSMT

2012 4,42,903 1,45,612 82,722 6,71,237

2016 5,02,409 87,367 94,332 6,84,108

2021 5,69,862 2,04,018 1,09,352 8,83,232

2031 6,86,744 2,58,922 1,47,070 10,92,736

Table 3-17: Number of passengers at CSMT

Source: MRVC Report

This data has been analysed and brought to the same cardinal years as other studies by linear
interpolation. Since the data is only up to the year 2031, the data has been extrapolated up to the year
2041 by forecasting the growth rates of individual lines. It is felt that in 20 years i.e. the year 2041, the
development around the CSMT will reach saturation in development potential and there will not be any
marginal growth in the number of passengers. So, the numbers beyond 2041 was kept constant up to
the year 2061. This is summarised in table below:

Year Central Line CSMT – Panvel CSMT- Bandra/Andheri

Line Line

2012-16 3.20% 4.66% 3.34%

2016-21 2.55% 3.15% 3.00%

2021-31 1.88% 2.41% 3.01%

2031-41 (extrapolated) 1.23% 1.16% 2.78%

2041-61 (assumed) 0% 0% 0%

Table 3-18: Growth rates of railway lines at CSMT

Source: MRVC Report

Prepared for: Rail Land Development Authority AECOM

58 45

Accordingly, the ridership for CSMT station has been worked out, which is summarised below:

Year Central Line CSMT – Panvel CSMT- Bandra/Andheri Total Passengers at

Line Line CSMT

2018 5,29,390 1,86,448 1,00,340 8,16,178

2021 5,69,862 2,04,018 94,332 8,68,212

2026 6,25,579 2,29,836 1,26,816 9,82,232

2031 6,86,744 2,58,922 1,47,070 10,92,736

2041 7,75,810 2,90,457 1,93,558 12,59,825

2051 7,75,810 2,90,457 1,93,558 12,59,825

2061 7,75,810 2,90,457 1,93,558 12,59,825

Table 3-19: Ridership at CSMT station

Source: MRVC Report

The above table demonstrates that the forecasted number of passengers for any particular cardinal
year are lower than the forecasts made by the studies made on the ticket sales data.

Extracts of the pages of the report which have the relevant data is given at Annexure 11C.

Passenger growth estimate for CSMT based on “Feasibility Report for Redevelopment
of CSMT Railway Station” prepared by AREP for Ministry of Railways
AREP had prepared a “Feasibility Report for Redevelopment of CSMT Railway Station” for Ministry of
Railways. The report used 2009 data as base for the forecast. It made preliminary forecast for the
growth rate of passengers for suburban and Long Distance for periods 2009-2020 and 2020-30. These
are presented below:

Year Suburban LD

CAGR No. of Passengers CAGR No. of Passengers

2009 1.50% 1.1 Million 3.00% 71,300

2020 0.75% 1.30 Million 1.50% 98,696

2030 1.40 Million 1,14,541

Table 3-20: made preliminary forecast for the growth rate of passengers for suburban and Long Distance for periods 2009-
2020 and 2020-30
Source: AREP Feasibility Report for Redevelopment of CSMT Railway Station Report

It may be noted that the actual number of passengers in 2020 had already met or exceeded the
estimates made in the report for the year 2030. As against 1.4 Million suburban passengers forecasted
for 2030 in the report, the actual suburban passengers were 1.39 Million in 2020. Similarly, against 1.14
lakh Long Distance Passengers forecasted in the report for the year 2030, there were already 1.3 lakh
Long Distance Passengers in the year 2020. Thus, the report was not used for further analysis.

Prepared for: Rail Land Development Authority AECOM

59 46

Summary: Daily Passenger Estimates

As discussed in earlier sections, the daily traffic estimates have been worked out from the following
data/reports:

• Trends of CRIS Data

• Comprehensive Transport Study, Mumbai
• National Rail Plan
• MRVC surveys

The results of these studies are collated in the table given below:

Daily Suburban Passengers

Year
Trends of CRIS
CTS National Rail Plan MRVC Study
Data

2018 13,78,838 - 8,16,178

2021 13,88,120 11,64,041 - 8,68,212

2026 13,93,712 11,79,724 - 9,82,232

2031 13,99,305 11,81,495 - 10,92,736

2041 14,10,489 11,82,054 - 12,59,825

2051 14,10,489 11,82,054 - 12,59,825

2061 14,10,489 11,82,054 - 12,59,825

Table 3-21: Comparison of daily traffic projections of suburban passengers as per different data/ reports
Source: CRIS data, Comprehensive Transport Study, National Rail Plan, MRVC survey

In addition to these reports, other reports have also been studied. Forecasted Growth Rates around
CSMT area in these studies vary widely. Considering the wide difference in the numbers of the suburban
passengers, it was felt important to substantiate the number of passengers from the local railway staff.
As per their knowledge and hand-on experience, the current daily number of suburban passenger (in
year 2021) is in in the range of 8-9 lakh passengers. This corresponds with the MRVC study which had
forecasted the number of daily passengers in the same range. It was discussed that the actual
passengers using CSMT are lower than the ticket sales considering that the incremental cost of the
ticket is nil or marginal, suburban passengers buy MST Passes upto CSMT, which is a Terminal Station
even if actual destination is any station before CSMT. Thus, MRVC study which is based on the actual
passenger count and survey is more representative of the actual situation on the ground than the other
studies which are based on the ticket sales data. Accordingly, the numbers as proposed in the MRVC
study have been taken up for design purpose for the suburban passengers.

Prepared for: Rail Land Development Authority AECOM

60 47

For the intercity trains, total numbers forecasted in the NRP study have been taken for the design. The
split of intercity passengers into AC and non-AC passengers is not given. The split has been derived
from the trends in the ticket sales data. The results for the cardinal years are collated below:

Daily Long-Distance Passengers

Year
AC
Non-AC Passengers Total Split (AC: Non-AC)
passengers

2018 12,149 1,20,233 1,32,381 9.18% : 90.82%

2021 13,840 1,26,696 1,33,909 9.85% : 90.15%

2026 16,246 1,36,142 1,36,209 10.66% : 89.34%

2031 18,735 1,44,627 1,38,566 11.47% : 88.53%

2041 23,098 1,53,607 1,41,313 13.07% : 86.93%

2051 26,040 1,50,665 1,41,313 14.74% : 85.26%

2061 28,982 1,47,722 1,41,313 14.09% : 83.60%

Table 3-22: Split of AC and Non AC from ticket sale data
Source: Ticket sales data

The year wise passenger forecast for suburban and intercity passenger which is used for the
design is given at Annexure 11E.

3.4 Peak Hourly Traffic (PHT) Computations

The total passengers per day do not arrive/depart uniformly throughout the day. There is a peak in
morning and evening, when the commuters are moving or when the popular trains are scheduled. PHT
is an important component which determines the actual facilities to be provided and optimisation of
design can be done only if proper PHT is chosen. For PHT computations, operational characteristics of
the stations were used.

Prepared for: Rail Land Development Authority AECOM

61 48

Peak Hour Passenger Estimate based on Operational Characteristics

In absence of the primary survey results, the calculation of suburban and long-distance passengers in
busiest hour is done as per current timetable.

A Passengers from Long Distance Trains

As per the timetable, busiest day of the week for departures is Wednesday with 87 trains departing in
the day and for arrivals is Saturday with 85 trains arriving. The busiest hour for departures is 21:00 to
22:00 with 8 trains departing every day and for arrivals is 04:00 to 05:00 on Saturdays with 12 trains
arriving. Summary details of the trains arriving, and departing is given at the table given below.

Hours of the No. of Arrivals on No. of Departures on

Day M T W T F S S M T W T F S S
00:00 01:00 - - - - - - - 2 2 2 2 2 2 2
01:00 02:00 - - - - - - - - - - - - - -
02:00 03:00 - - - - - - - - - - - - - -
03:00 04:00 1 2 1 2 2 2 1 - - - - - - -
04:00 05:00 10 9 10 9 9 12 10 1 1 1 1 1 1 1
05:00 06:00 8 8 8 8 8 8 8 3 5 5 3 5 5 5
06:00 07:00 5 6 5 7 5 5 5 5 5 5 5 5 5 5
07:00 08:00 9 9 9 9 9 10 8 3 3 3 3 3 3 3
08:00 09:00 2 2 2 2 2 2 2 6 6 6 6 6 6 6
09:00 10:00 1 1 1 1 1 1 1 - - - - - - -
10:00 11:00 7 8 8 8 7 8 7 - 1 1 1 - 1 -
11:00 12:00 8 7 8 7 8 8 7 - - 2 2 2 - 1
12:00 13:00 2 4 4 4 2 4 2 4 5 5 5 4 7 3
13:00 14:00 3 3 3 3 3 3 3 1 3 3 3 1 3 1
14:00 15:00 - - - - - - - 4 4 4 4 4 4 4
15:00 16:00 1 1 - - - - - 2 2 2 2 3 2 2
16:00 17:00 2 2 1 1 1 1 1 6 5 5 4 5 5 4
17:00 18:00 - - - - - - - 3 4 4 4 3 4 3
18:00 19:00 - - - - - - - 5 5 5 5 5 5 5
19:00 20:00 3 3 3 3 3 3 2 6 6 6 6 6 6 6
20:00 21:00 5 5 5 5 5 6 4 8 8 8 8 8 8 7
21:00 22:00 7 7 7 7 7 7 7 8 8 8 8 8 8 8
22:00 23:00 3 3 3 3 3 3 3 8 8 8 7 8 8 8
23:00 00:00 - 2 2 - 2 2 3 4 4 4 3 4 3 4
Total 77 82 80 79 77 85 74 79 85 87 82 83 86 78
Table 3-23: Summary details of train arriving & departing
Source: Timetable details for Long Distance trains at CSMT

This summary table is prepared for the details of the timetable given at Annexure 11D.The capacity of
full rake is around 1,400 passengers, an average occupancy is taken as 1,000 for analysis.
The passengers using the trains which depart from /arrive at CSMT have an option of boarding
/ deboarding at Dadar. Considering the additional capacity, a surge of around 20% has been
assumed for the long-distance trains.
For the long-distance trains, peak hour passengers have been computed (without surge)
separately for the two areas where boarding and deboarding passengers use:
• Common areas

• Separate areas

Prepared for: Rail Land Development Authority AECOM

62 49

Peak hour passenger for the Common areas

S.No. Item Value

a. Total Daily LD Passenger (2018) 1,32,426

b. No. of Trains (as per timetable) 160 (average)

c. Average Occupancy (a/b) 828 (say 1,000 for peak hour)

d. Total trains arriving CSMT + Total trains departing CSMT in

15
peak hour

e. Peak Hour Passenger (deboarding + boarding) 15,000

f. Peak Hour Passengers (deboarding + boarding) with surge 18,000

Table 3-24: Peak hour passengers forecast for the common areas
Source: Author

S.No. Item Value

a. Total Daily LD Passenger (2018) 1,32,426

b. No. of Trains (as per timetable) 160 (average)

c. Average Occupancy (a/b) 828 (say 1,000 for peak hour)

d. No. of trains arriving CSMT in peak hour 12

e. Peak Hour Passenger (deboarding) 12,000

f. Peak Hour Passengers (deboarding) with surge 14,400 (say 15,000)

g. No. of trains departing CSMT in peak hour 8

h. Peak Hour Passenger (boarding) 8,000

i. Peak Hour Passengers (boarding) with surge 9,600(say 10,000)

Table 3-25: Peak hour passenger Forecast for separate areas

Source: Author

Thus, the number of deboarding passengers only in separate areas for the peak will be 12,000 (without
surge) and 15,000 (with surge) and the number of boarding passengers only in separate areas for the
peak will be 8,000 (without surge) and 10,000 (with surge).

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Suburban passengers

Peak Hour for Suburban traffic has been worked out from the Railway Timetable. It has been observed
that total of 15 Fast Trains, 13 slow trains and 10 Harbour line trains arrive at the CSMT station in the
peak hour (from 9 am to 10 am).

Initially, occupancy per train for suburban passengers has been taken from the MRVC study which had
established it as around 2006 per train for Central Railway fast trains, 1514 for Central Railway slow
train and 1369 for the Harbour Line for the year 2012. Considering that the data is outdated, consultants
contacted the local railway staff for their feedback. They opined that currently average occupancy of
suburban train in the peak hour was around 3,000 for Central Railway fast train, 2,000 for central railway
slow and around 2,500 for harbour line trains. Since these numbers were higher than the study
numbers, accordingly, the number of passengers for peak hour were worked out as per the following
table:

Item No. of Trains in Peak Headway Occupancy No. of

Hour (9 am to 10 am) (in mins.) Passengers
Central Railway (Fast 15 4 3,000 45,000
Trains)
Central Railway (Slow 13 ~5 2,000 26,000
Trains)
Harbour Lines 10 6 2,500 25,000
Subtotal 96,000
Reverse Direction (additional 10%) 9,600
Suburban 1,05,600
- Surge (@ 10%) 10,560
Total Suburban including surge 1,16,160
Table 3-26: Peak hour passenger Forecast for Suburban node
Source: Author

The total number of suburban passengers calculated as per busiest hour is 1,16,000 for Suburban.

While designing the station a scenario would be considered, wherein three trains arrive together at the
station on three different platforms. This would lead to around 7,500 passengers on the suburban side
of the station. Considering that the minimum headway is 4 minutes, hence, it is expected that the next
train will arrive in 4 minutes. Thus, the platform will have to be cleared in 4 minutes i.e. before the next
train arrives.

Traffic surge due to events at Azad Maidan is another important consideration in design. Traffic surge
happens several times in a year due any sports/political/religious gathering etc. Many of these events
are organised during the weekends so there will be spare capacity to handle this additional traffic. Even
on the weekdays the timings of the surge may not coincide with the peak hour. However, if the surge
coincides with the peak hours on the weekday, train management techniques may be used to manage
the surge by diverting/terminating the long-distance trains at other stations. Alternatively, the station
may operate at a lower “Level of Service” (LOS) during surge. Considering all these factors, a surge
factor of around 10% has been taken for suburban trains. Thus, in order to optimise the cost, the design
shall achieve additional capacity to meet the passenger forecast of the normal Peak Hour Traffic has
been taken. If higher rush occurs, very occasionally, it shall be handled by lower LOS, or providing
special/ temporary / semi-permanent / multi-use arrangements.

Thus, the total number of passengers works out to be around 1,16,000 (with surge) for the peak hour
for suburban and around 20,000 (without surge) is long distance.

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Summary
The peak hour passengers have been forecasted using the growth rates derived from the various
transport studies has been explained above is given at the table below:

Year No. of Peak Hour Passengers CAGR of Daily Passengers

Long Distance Long Long Suburban Long Distance Suburban
(Arrival + Departure) Distance Distance
(Only (Only
Departure) Arrival)
2018 15,000 8,000 12,000 1,16,160 - -
2019 15,058 8,031 12,046 1,17,751 0.38% 2.74%
2020 15,115 8,062 12,092 1,19,320 0.38% 2.67%
2021 15,173 8,092 12,139 1,20,869 0.38% 2.60%
2026 15,434 8,231 12,347 1,27,499 0.34% 2.06%
2031 15,701 8,374 12,561 1,34,518 0.34% 2.06%
2041 16,012 8,540 12,810 1,44,474 0.19% 1.34%
2051 16,012 8,540 12,810 1,44,474 0.00% 0.00%
2061 16,012 8,540 12,810 1,44,474 0.00% 0.00%
Table 3-27:Number of peak hour passengers using growth rate

The year-wise Peak Hour traffic is given at Annexure 11F.

3.5 Circulation and calculation of AFC gates on suburban side

Introduction
Commuter estimates will be used for determining various station design parameters. While estimating
the total number of commuters, it is also important to know circulation characteristics at major ingress/
egress points. The proportion of commuters using a certain side to enter will lead to allocation of greater
space and other amenities to that side compared to other ingress/ egress points.

In line with global trends for better management of revenue collection in public transportation, the city
of Mumbai will eventually implement a ‘smart card’ system that can be used on all such modes. This
would be similar to London’s Oyster Card or Singapore’s EZ Link. Such a system will need to cover the
suburban rail network as well. Hence it is incumbent on the redevelopments efforts to accommodate
space for automated fare collection (AFC) gates. The number of AFC gates required on each side will
be dependent on the proportion of commuters using that side. Queuing and holding spaces can be
designed accordingly as well. The system of AFC gates would only be applicable for the suburban side.
Separate provisions will be required for long-distance side based on method of ticketing.

The design of the station will primarily be sized on the peak hour traffic which has been estimated as
part of this report. Total number of AFC gates will be tested based on a peak-of-peak scenario which is
a scenario when maximum arrival capacity is required. In case of the suburban side, that peak-of-peak
is arrival of three trains (combination of slow and fast trains) simultaneously.

Distribution of suburban pedestrian traffic

A figure of 1,50,000 persons has been used as the total estimated peak hour traffic on the suburban
side. A slightly higher figure is being assumed as a safeguard against redundancies and any future
escalation in pedestrian traffic. This includes surge and both side movement during morning or evening
peak. The pedestrian movement during either of those peak hours is tidal in nature, hence the AFC
gates will need to be reversible.

Since pedestrian surveys could not be conducted due to aberrant traffic patterns during the current
pandemic, distribution of pedestrian traffic is derived from the previous study conducted by AREP. The
same has been validated by local observers such as railway officials. However, for design of the new

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facilities, a range has been assumed and it is proposed that facilities be designed based on the higher-
end of that range.

CSMT is a terminal station where ingress and egress has primarily been designed at the end of the
platforms. The southern or heritage end of the platforms allows access to mixed use and commercial
areas in the Fort. Hence it has been observed catering to 80% of the daily traffic while the northern end
of the platforms caters to 20%. While the data and observations are for daily traffic, it has been assumed
that the same pattern is applicable during peak hour as well. The proposed distribution of traffic is
provided in the diagram below. Additional capacity up to 30% is proposed to be designed at the northern
end where it is expected that better amenities will attract higher share of traffic.

Figure 3.1 Proposed distribution of pedestrian traffic at suburban side,

Source: Author

AFC gates
The calculation of AFC gates on northern and southern sides is based on the proportional share of
traffic. For the northern side, a higher proportion of 30% is assumed for the design and for the southern
side, 80% has been assumed. Hence, total capacity of the gates is proposed to be 110% of peak hour
traffic. Based on available specifications of AFC gates, the open type gate has the highest throughput
ranging between 25-35pax/min. The throughput of AFC gates is assumed to be 20pax/ min (or 3sec/
person) which is quite conservative and will accommodate redundancies/ breakages. The gates will
typically be designed in banks of 10 each with a ticket office to monitor any issues. This set-up is much
like those in existing MRT stations across India. The total number of gates required based on peak hour
pedestrian traffic hence is:

• Peak hour pedestrian traffic/Gate throughput x 60mins

• 1,50,000/ 20 x 60 = 125gates for both directions of movement
• 80% of those gates will be in the southern side = 100gates
• 20+10% gates will be in the northern side = 25+12.5 = 37.5 say 40 gates.
• Hence, total number of gates to be provided will be 140, 100 on southern side and 40 on northern
side.

The gates hence provided must function during the peak-of-peak as well. The peak-of-peak scenario is
when three train simultaneously arrive at CSMT with a combined load of 7,500persons (combination of
slow and fast trains). In such a scenario, based on distribution of flows, 6,000 (80%) of commuters are
expected to evacuate towards the southern heritage area and 1,500 (20%) towards northern suburban
node, however, recommended to accommodate up to 2,250 (30%) of the flow in northern suburban
node. On the southern heritage side, assuming 3mins time for evacuation of platform, 2,000persons
will be evacuating per minute requiring 100gates (@20pax/ min/ gate); due to lack of space, no holding
area can be planned within the paid concourse. On the northern suburban node, assuming 3mins time

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for evacuation of platform, 750persons will be evacuating per minute requiring 37.5 or 38gates
(@20pax/ min/ gate); holding area for all pax can be provided (for 2,250persons).

3.6 Circulation on Long-Distance side

Introduction
The long-distance station characteristically has two types of peaks. The arrival peak is when several
intercity trains come to CSMT to offload the passenger. The departure peak is when several trains are
leaving from CSMT for other cities in India. After an examination of the timetable, it is evident that the
arrival and departure peaks do not overlap, although they do occur in close succession. Upon arriving
at the station, almost all passengers would seek an exit out of the station towards another mode of
transportation. The departure passengers on the other hand would be arriving early to the station to
have time to find their seat. Design of the long-distance area would be hence based on the departure
peak.

Arrival peak
The maximum number of passengers arriving at any time via long-distance trains is around 20,000
including surge. A small minority of these passengers may linger around the station and almost all
passengers would seek the nearest means of exit to catch the next mode of transportation to reach
their intended destination in Mumbai. A new connection towards Crawford Market may help in further
distributing exit requirements. It is expected that 60-70% of arriving passenger will exit using the new
long-distance node to catch a taxi or bus. Around 30-40% will use the southern exit to catch a taxi or
bus. The pedestrian surveys conducted by AREP indicated that a sizable proportion also exited towards
the suburban side. Those passengers use the suburban network to travel to their destination in Mumbai.
Those numbers have been considered in calculations for suburban area as well. Hence, the design is
proposed to cater to almost 140% of exit requirements most of which can be satisfied through existing
infrastructure. The design of long-distance node, while it can cater to higher exit traffic, is determined
by the departure peak.

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Figure 3.2: Proposed distribution of pedestrian traffic at Heritage side

Source: Author

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The distribution of the pedestrian traffic at LD node is done as illustrated in the below diagram. The
passenger count is considered without the surge.

The count of passengers is considered from Crawford market + Suburban node side and passengers
accessing the node from the P. D’mello road side.

Figure 3.3: Proposed distribution of pedestrian traffic at LD side

Source: Author

Departure peak
The maximum number of passengers departing from CSMT is estimated to be around 10,000 including
surge. Pedestrian surveys conducted by AREP indicated that majority of those passengers arrive at the
station using the suburban network. It is estimated that around 70% of departing passengers will arrive
from the suburban side to use the facilities at the long-distance side and wait for their inter-city trains.
Safe estimate is that around 30% of the passengers would then be arriving from the southern heritage
side. While this completes the requirement, an additional allocation needs to be made for the P D’Mello
Road side entrance of long-distance station.

In future, with better options of transit including a Metro line, it is estimated that the P D’Mello Road side
might see more footfalls which would also be aided by availability of parking spaces. Due to the design
of the departure concourse where at one end, the design needs to cater to 70% of the departure peak,
the other end is also able to create space for the same capacity. Hence, the total departure peak
capacity at ingress points will be around 170% by default which helps in discounting for lack of
pedestrian surveys (due to ongoing pandemic).

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3.7 Pedestrian Microsimulation of the Suburban Node

The suburban railways of Mumbai have a future proposal of providing centralized fare collection system.
For functioning the system, AFC (Automatic Fare Collection) gates have to be planned at concourse or
platforms levels of suburban network.

The static calculations projected an approximate 100 number of gates as per peak hour passenger
numbers on the south side. The AFC gates bank/ set has been proposed at all access points, the
distribution is 70 gates at southern heritage side, 30 gates at multiple locations of platform-1 and 40
gates at proposed northern concourse of suburban node. Figures below shows the total number of AFC
gates Provided and its locations as per the result of the Static Calculations.

Figure 3.4: Concept placement of AFC gates at Heritage side Suburban Concourse Level
Source: Author

Figure 3.5: Concept placement of AFC gates at proposed Suburban Concourse Level
Source: Author

To ascertain the quantity and location of the gates at the Suburban side of the Station, a Pedestrian
Microsimulation was run using the Bentley Legion Software. The simulation is run for the morning peak
which is between 9:00:00 am and 10:00:00 am.

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Assumptions for the Microsimulation

The flowing assumptions are made for the Pedestrian Microsimulation:
1. Train Parameters
a. 12 Car-Train on all 7 Tracks dedicated to the suburban lines

b. Maximum Train Occupancy

i. 4000 Passengers per Fast Train
ii. 3000 Passengers per Slow Train
iii. 3500 Passengers per Harbour Line Train

c. Number of Trains in the Morning Peak

i. 15 Fast Trains
ii. 13 Slow Trains
iii. 16 Harbour Line Trains

d. Timetable for the Morning Peak Hour

The 44 suburban trains in the morning peak are assumed to be arriving the station as per timetable
shown below. An assumption is made of the platforms at which the arrives.

Time Arrival Time Arrival

9:00 9:31
9:01 F 9:32
9:02 S H 9:33
9:03 F 9:34 F H
9:04 9:35 S
9:05 9:36
9:06 H
9:37 F
9:07 S
9:38 H
9:08 F
9:39 S
9:09
9:10 H 9:40
9:11 S 9:41 F H
9:12 F 9:42
9:13 9:43 S
9:14 H 9:44 F
9:15
9:16 F 9:45 H
9:17 S 9:46
9:18 H 9:47 S
9:19 9:48 F H
9:20 F 9:49
9:21 S 9:50
9:22 H
9:51 S
9:23 F
9:52 H
9:24
9:53
9:25
9:26 H 9:54
9:27 F S 9:55
9:28 9:56 H
9:29 9:57 F S
9:30 F S H 9:58
Table 3-28: Suburban Train Timetable 9:59 H
Source: Author Table 3-29 Suburban Train Timetable
Source: Author
S Slow Train (Central Line)
F Fast Train (Central Line)
H Harbour Line

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2. Station/ Passenger Parameters

a. Total number of Passengers using the station during the morning Peak is 1,50,000.
The station being a terminal station, there is a drastically higher percentage of
Deboarding passengers to that of the Boarding Passengers during the Morning Peak,
hence 10% of the Total Passengers i.e. 15,000 Passengers make the Boarding
Passengers and 90% or 1,35,000 passengers make the Deboarding Passengers.
b. 80% and 20% of this Passengers use the South and North entrances respectively for
entry and exit.
c. Passenger composition consists of 60% men with a mean walking speed of 1.0m/s and
40% women with a mean speed of 0.8m/s
d. Escalators are functioning at a capacity of 120 Pax/min as directed by NBC 2016.
e. Out of the 100 proposed gates during the morning peak 90 of them will act as exit gates
and 10 of them will act as the entry gates to meet the passenger demand as per point
2.a. The AFC gates is assumed to function at a capacity of 28 pax/min.

Operation Plan
Passengers can enter and exit the station from both the south side ground level and north side
concourse level of the station.
Image below shows the location of the Entry/Exit gates and the direction of movement of the
passengers during the morning peak.

Figure 3.6: Location of Entry/Exit gates at Heritage side Suburban Concourse level
Source: Author

Legends:
Entry Fare Gates- Total 10 Gates
Exit Fare Gates- Total 90 Gates
Egress Elements from Platform to 9m Concourse
Level
Boarding Passengers
De-Boarding Passengers

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File No. RLDA/2022/SD/CSMT/2559 (Computer No. 3381588)
1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Simulation Results
The simulation was run for a span of 10 min for a worst-case scenario between 9:30:00-9:40:00 am.
Figures below shows the movement of passengers at different times within the 10 minutes time.

09:30:00: Simulation Snapshot, 3 Trains arrives simultaneously

Figure 3.7: 09:30:00: Simulation Snapshot

Source: Author

Figure shows 3 trains arriving simultaneously at 09:30:00 at tracks 2,4 and 7, leading to a busiest time
within the peak hour.

09:35:00: Simulation Snapshot, Station Passenger Movement

Figure 3.8: 09:35:00: Simulation Snapshot

Source: Author

Figure shows the station operation at 09:35:00, people are queueing in front of the AFC exit gates to
exit the paid area of the station both at the main paid area and at the platform 1. The queueing indicates
a requirement of additional AFC gates. The queueing also results in congestion within the paid area
and the platforms. It can also be noticed that there is a lot of intersecting movements and the de-
boarding passengers are restricting the movement of the boarding passengers.

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

09:40:00: Simulation Snapshot, Station Passenger Movement

Figure 3.9: 09:40:00: Simulation Snapshot

Source: Author

Figure shows the station operation at 09:40:00, people are still queued up in front of the AFC gates and
the congestion has rather increased as more trains have arrived as per timetable. It can be noticed that
the AFC gates at platform 1 are not used by passengers from the other platforms, due to a longer travel
distance to those gates.

Another major observation is that the amount of people using the northern proposed concourse for
entry/ exit are negligible.

09:40:00: Level of Service

Figure 3.10: 09:40:00: Level of Service

Source: Author

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Figure shows the LOS at the 09:40:00. In general, majority of the platforms has a desirable LOS of D
or better, however in some areas an LOS of E and LOS F is observed. As stated before, station can
function with an LOS E during the peak but not LOS F.

Revisiting the Assumptions and the Operation Plan

As the microsimulation revealed some results which are not preferable for the stations future
performance, some of the assumptions and quantities of the AFC gates needs to be revisited. After
several trial and error, the following changes are considered for the effective functioning of the station:

• Increasing the number of the AFC gates at the south side to 120 nos. from 100 nos. This
increases the exit capacity per minute; hence the exiting movement becomes faster.
• Restricting counter flows on southern side during the morning/ evening peak. Hence,
restricting entry during morning peak and exit during evening peak. During morning peak, any
Boarding passenger now must use the escalators and staircases located in the unpaid ground to
reach the proposed concourse level for the suburban node and then enter the station via the gates
provided at the 9 m level and reach the ground level via the staircases and escalators at the paid
concourse level. The De-Boarding passengers can still use either of the north or south exits.
• As per the revised assumptions, now 70% of the people will use the south entry/exit and
30% of the people will use the North entry/exit. This is assuming that there is a dormant demand
for such movement which will be unlocked upon better facilities on the northern side.

Image below shows the location of the Exit gates for the boarding passengers, Location of staircase/
escalators at the unpaid ground for boarding Passengers and the direction of movement of the
passengers during the morning peak.

Figure 3.11: Location of proposed Exit/Entry gates at Suburban Concourse level

Source: Author

Legends:

Exit Fare Gates- Total 120 Gates

Egress Elements from Platform to 9m Concourse Level

Egress Elements from Ground to 9m Concourse Level

Boarding Passengers

De-Boarding Passengers

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

A Revised Simulation Results

A similar simulation was run for a span of 10 min for a worst-case scenario between 9:30:00-9:40:00

09:35:00: Revised Simulation Snapshot, Station Passenger Movement

Figure 3.12: 09:35:00: Revised Simulation Snapshot

Source: Author

09:40:00: Revised Simulation Snapshot, Station Passenger Movement

Figure 3.13: 09:40:00: Revised Simulation Snapshot

Source: Author

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

09:40:00: Revised Level of Service

Figure 3.14: 09:40:00: Revised Level of Service

Source: Author

The above snapshots from the simulation run after revising the assumptions and the operation plans
show that the suburban node functions better than with the original assumption and operation plan. The
congestion due to the queuing in front of the AFC gates in the main paid area has gone down
considerably due to the addition of extra AFC gates. With no intersecting movement between the
boarding and de-boarding passengers, there is more ease in the movement of passengers. Adding the
extra gates at platform 1 has also released pressure on the platform.

The LOS levels throughout the station has come to an acceptable level of maximum LOS E in majority
of the area with small areas near the escalators/staircases on the platform seeing Level LOS F, which
is expected to clear within a considerable time since the arrival of the train.

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

CHAPTER 4:
OVERALL MASTER PLAN

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4. OVERALL MASTER PLAN

The Client has been entrusted with redevelopment of the Chhatrapati Shivaji Maharaj Terminus (CSMT)
station which was made in 1888 in British India for the Great Indian Peninsular Rail. The main station
building was developed initially with the now suburban train platforms. The annexe building was made
later, both of which are in the Indo-Saracenic style of architecture. The main line building was added
last to cater to long distance station functions as the size and importance of the station grew with that
of Mumbai itself. By the 1930, much of the station had been constructed except the additions that came
after independence. Due to this and its importance in world history, the station was declared a World
Heritage site by UNESCO.

4.1 Key Challenges

The most daunting challenge of CSMT is the sheer number of suburban train commuters using the
station. With over 14lakh passengers using the station on a daily basis, the estimated peak hour load
on the suburban side will be approximately 1.16lakh commuters. Around 90% of the peak hour
commuters are exiting the station during morning peak and entering the station during evening peak.

The second main challenge is the limited availability of space in the station. Around 80% of the suburban
commuters use the southern heritage side of the station for ingress/ egress. Even with the development
of new facilities, this is expected to decrease to 70%. Hence, maintaining the desired level of service
(LOS-C) is a significant challenge. The same is true for platforms where IRSOD standards need to be
complied for the new structures.

The amenities and facilities in the station premises are dated. From the perspective of station
operations, it is extremely challenging to monitor the crowds and respond to emergencies similar to
26/11 (2008). From the perspective of passengers, amenities are limited due to lack of space.

A number of new developments are proposed in the vicinity and surrounding the station. Foremost
among those is the construction of Metro Line 3 station opposite MCGM on Azad Maidan side. Metro
Line 11 is proposed on the eastern side of the station parallel to PD’Mello Road. The 5th and 6th Harbour
Lines are proposed on PD’Mello Road as well with a terminal station. The redevelopment of CSMT
should connect with these current and future proposals.

The UNESCO World Heritage status of the site, while beneficial for garnering international recognition,
has its own set of regulations. The two main challenges due the same are the no structures in the buffer
zones can be higher than 24m and no commercial uses can be proposed in the buffer zones. Hence,
this will need to be considered while developing the viability of redevelopment efforts through private
sector including strategic moves in the design.

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4.2 MASTERPLAN OPTIONS

The redevelopment of CSMT railway station has been conceptualized while incorporating challenges
like no disturbance to rail yard and segregating the two major function of long distance and suburban.
The main desire line of movement is maintained in all the four options examined in early stages of the
project.

Option 1: The master plan traces the two main axis/ desire lines with least impact to existing structures
and facilities. The proposal is envisaged to build an elevated node above the tracks and tensile roof
above the platforms for shade. Two distinct access, one at heritage side and other at Long-distance
side is proposed to distribute the passenger traffic.

Figure 4.1: Concept Master Plan- Option 1

Source: Author

Figure 4.2: Reference images for roof and interior space- option 1; Source: Google

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Option 2: The masterplan proposed three elevated nodes. One for suburban, second for long distance
and third for fifth and sixth Harbour line. The three division of nodes will reduce the footprint and will be
easier to construct. All three elevated nodes get connected via FOB. Three nodes aim to provide
separate sets of amenities for passengers with different needs/ journey requirements. The roof design
was envisaged to be of contemporary style to bring modern aesthetic appearance and bring new identity
to station precinct.

Figure 4.3: Concept Master Plan- Option 2; Source: Author

Figure 4.4: Reference images for roof and interior space- option 2; Source: Google

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Option 3: The master plan proposed elevated deck on long distance platforms which will serve long
distance and Harbour line. The large concourse is consolidated at one place for different railway function
and passenger facilities is distributed within the FOB connection. FOB connects the suburban and long-
distance node along the desired axis line. The roof is envisaged to be an engineered structure above
the tracks and platforms to provide shade.

Figure 4.5: Concept Master Plan- Option 3;

Source: Author

Figure 4.6: Reference images for roof and interior space- option 3
Source: Google

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Option 4: The master plan proposed two elevated nodes. First, elevated node above the maintenance
tracks and located centrally. This node will cater facilities for both suburban and long distance and will
capture the major passenger footfall from heritage side. The second node on undeveloped land at
PD’Mello roadside is proposed which will cater long distance and fifth and sixth Harbour line on east.
Both the nodes are connected via FOB and the connection is extended to New administrative building.

Figure 4.7 Concept Master Plan- Option 4;

Source Author

Figure 4.8: Reference images for roof and interior space- Option 4
Source: Google

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4.3 Big Moves

The existing conditions of the station and surroundings were important to evaluate in detail while
evaluating structural changes that can be applied to the station.

Figure 4.9: Conceptual 3D view of existing station; Source: Author

The station design has been developed on basis of four big moves.

1. Two elevated nodes/decks – Suburban and Long distance.

2. Multiple Entrances.
3. Decongestion & Pedestrianisation
4. Homage to heritage

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Figure 4.10: Four big moves isometric exploded view; Source: Author

Big move #1: Two elevated nodes proposed for suburban and long-distance functions to significantly
enhance the existing passenger handling capacity of the station. The two nodes segregate the function
of suburban and long distance, which helps to reduce chaos and enhances smooth passenger
movement at CSMT. The suburban node will be attached to NAB building to get access from DN road
and VCE’s connects platforms to the elevated node. The suburban node will act as secondary access,
while heritage side is mostly preferred. Passenger related facilities required for suburban function is
provided within node at concourse level.

Figure 4.11: Conceptual 3D showing the two new station nodes; source: Author

The long-distance node proposed is accessed from P D’Mello roadside and via FOB connecting DN
road and Crawford market. The node segregates the movement of departure and arrivals for long
distance passengers to reduce chaos. It caters to passenger facilities such as booking counters, waiting

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area, retail and washrooms. The passengers and their luggage will be scanned via DFMD’s and
baggage scanner before entering the departure zone for security purpose. VCE’s provides access to
each Long-distance platform from concourse.

Big move #2: Is to connect the station from all possible directions such that much of the surrounding
fabric can be benefited from being in the vicinity. Distributed access and two proposed elevated nodes
are connected via FOB skywalk to build a strong connectivity. The FOBs (in dark red) are proposed to
connect the nodes and will only be used for arrival passengers. The new FOB (in blue) opens up a new
entrance from Crawford market side and connects Long distance node and suburban node. The
proposed distributed entrances enhance the flow of passengers and provides options of entry/exit as
per passenger convenience. Distributed access will decongest the predominantly used access at
heritage side.

The circulation has been planned to be future-ready for installation of AFC gates at the suburban side
that would bifurcate paid and unpaid areas. The design of AFC gates has been tested using
sophisticated pedestrian modelling software. A minimum of 100-120 AFC open-type gates (as many as
possible by design) would be required at the southern side and about 40 would be required at the new
suburban node. The pedestrian modelling indicated that during peak hours, redirecting or shepherding
would be required for the station to remain at a functional LOS. For example, at the southern side, only
one side movement (depending on morning or evening peak) should be allowed, and at least 30% of
the passengers should using the new suburban node. It is anticipated that such a system would be
installed in the Mumbai suburban system in future much on the lines of London’s Oyster Card and
Singapore EZ-Link.

Figure 4.12: Conceptual 3D showing multiple entrances; source: Author

The long-distance node has been planned to have door-frame-metal-detectors (DFMD) and baggage
scanners to be functional from start of operations.

In being able to connect the station to its surroundings, a key feature of the circulation system between
the two nodes is to allow even non-passengers to cross from DN Road or suburban side, all the way to
PD’Mello Road or long-distance side

A key feature that has been integrated within the circulation system between the two nodes is a ‘Retail
Skywalk’. The skywalk would take advantage of the airspace above the tracks and generate views of
the surrounding heritage buildings. It would also help in increasing the revenue potential of the station.
The skywalk is planned at two levels – one level will function as an FOB cum retail skywalk while the

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second level above will be solely dedicated for retail. In future, with further developments along
PD’Mello Road (such as the HB Line terminal station), the skywalk would see more footfalls.

Big move #3: Is to decongest the southern area by relocating some of the Railway offices to PD’Mello
Road and returning the ground space to passengers in the form of a pedestrian plaza. The Divisional
Rail Manager’s (DRM) office has been proposed to be relocated to PD’Mello Road making the southern
node the Head Quarters of Central Railways. Spaces freed up after the relocation of DRM office will be
allocated to HQ functions to create better collaborative and efficient spaces in line with multi-national
offices.

Figure 4.13: Conceptual 3D showing relocation of DRM office to PD'Mello Road; source: Author

Big move #4: It is proposed to redevelop & conserve the heritage area by restoring it to its original
glory, and thus pay homage to heritage side of CSMT. The Victoria Terminus (VT) earlier and now known
as Chhatrapati Shivaji Maharaj terminus (CSMT) is the world heritage site, categorized under Grade-I.
There are few buildings namely New Annex, Guard running room, CCM (PM), Parcel office and Parcel
godown which are proposed to be demolished as these building are within 100 metre radius of heritage
area earmarked in DP-2034. These buildings do not comply with heritage norms under 100 metre radii.
Some extension and addition are also done to Main heritage building (VT) which are also proposed to
be cleared out and complete restoration of heritage precinct is proposed to 1930s to bring back original
glory to CSMT precinct.

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Figure 4.14: Big move- 4; Homage to heritage; Source: Author

With DRM office moving to PD’Mello Road, there is an opportunity to consolidate the area by
demolishing old structures that don’t lend much to the image and character of the heritage area.

Figure 4.15: 3D semi-aerial render of proposed redevelopment at CSMT; source: Author

The space between the Annexe and Main Line Buildings is currently being used as a pick-up/ drop-off
and parking area for Railway offices. With decongestion of the area, this space is proposed to be
converted into a pedestrian plaza and used by passengers. Informal retail can be organized in the plaza
to add to the convenience of the commuters. Some space in the plaza is reserved for Bicycle parking.

A new building for HQ functions is proposed to replace the existing cluster of the buildings at the eastern
end of the heritage area. The new building is proposed to have a basement which will cater to services
and parking requirements for HQ offices. The building is also proposed to have a viewing deck at the
upper floors with a terrace level public area or restaurant. An auditorium of 300pax is also being planned
in this building.

Demolition of the existing cluster of buildings at the eastern end of the heritage area will also help yield
space on the ground for a pick-up/ drop-off area for passengers. The ground level of the building is
proposed as an extension of the adjoining pedestrian plaza. Passengers will be able to walk through
the plaza to the redeveloped entrance of long-distance station on the ground floor of the Main Line

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Building. The proposed pick-up/ drop-off area for passengers will help further decongest the heritage
area allowing people to walk and enjoy the heritage character.

Figure 4.16: Proposed demolitions at heritage area; source: Client

The cluster of buildings that are proposed to be demolished include the Parcel Office as well. This will
help open up the entrance of the long-distance station towards platforms 15 to 18. The space freed up
will be used for creating passenger amenities, bicycle parking and seating areas. Various functions of
the station are proposed to be relocated near platform 18, either in the new long-distance node or at
additional spaces near the platform. There is a mosque at the corner of the cluster which is not being
disturbed. Access to the mosque will be through the proposed pick-up/ drop-off area.

Figure 4.17: Pedestrian plaza and view of main entrance from heritage side; source: Author

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4.4 Heritage Precinct

Chhatrapati Shivaji Maharaj Terminal (CSMT) is formerly known as Victoria Terminus in honour of
Queen Victoria to mark her fifty-year reign (1887). It was renamed Chhatrapati Shivaji Terminus (CST)
to honour the founder of the Maratha empire in 1996. The structure of terminal is an excellent blend of
Victorian Gothic and traditional Indian architecture. The building was designed by British architect F.W
Stevens. The property has been declared Grade-I Heritage building in 1987 by the state government.

The premise is property of Indian Railways under the Ministry of Railways (MoR) of India. It is used for
railway operations and railway offices (PIM, 2020). There are three heritage structures excluding the
roof above the suburban platforms. The main building or Old Administrative Building houses the HQ of
Central Railways. The second heritage structure – the Annex building – was used as a hospital during
1914-1918. The third heritage structure – the Main Line building – was opened in 1929 for operation of
long distance or inter-city traffic. The use of the spaces inside the buildings has been altered with course
of time and there are few additions/ extensions inside and outside the building. Some of those are being
removed by the Railways since these additions have degraded the original integrity of the heritage
structure. Few new structures were erected near existing heritage structures which has also impacted
the heritage character.

The proposal aims to pay homage to heritage and bring back the glory back to 1930s The addition and
extension build to the heritage structure are in dilapidated condition and degrading the heritage value
of the precinct. The restoration will bring back heritage to original and will enhance the imageability and
usage of the area.

Figure 4.18: Old photograph of CSMT Precinct

Source: Indian Railways

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Transformation: The transformation of heritage node is shown below, proposed new structure in place
of existing non-heritage building on east side. The existing parking is proposed to repurpose use to
public plaza and a new toilet block is proposed at southern side access.

Figure 4.19 Aerial view of site from east

Source: Author

The four images below show the transformation proposed at heritage node. There is addition done
horizontally and vertically (shown in red in image 1) to existing structure to meet the need of existing
office department located inside the buildings which is proposed to demolish and bring back original
glory of heritage.

1 2

3 4
Figure 4.20: Transformation proposed of heritage node
Source: Client

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Figure 4.21: Heritage node- ground floor plan; Source: Author

New building is proposed with a viewing gallery on top floor, people can enjoy the view of main heritage
building and its large dome will be seen from top floor. Ground floor of new building will be used as
concourse and taxi pick up/drop off. Upper floor will be used for railway offices. The proposed plaza will
facilitate the passengers as a halting and relaxing zone, with a grand view of heritage building from
plaza. New toilet block is proposed at convenient location for passenger to ease access.

View

Figure 4.22: Aerial view from west side showing heritage side.
Source: Author

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Figure 4.23: Aerial view from north side

Source: Author

Figure 4.24: Heritage side entrance (south side)

Source: Author

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Toilet Block at heritage node:

A toilet block has been proposed at the southern entrance on heritage node’s plaza. Along with 3
alternate options for MHCC’s review. The proposed toilet at the southern entrance to the plaza is the
recommended option, details of which are elaborated below.

TOILET - at Main entrance (southern side)

Figure 4.25: Toilet at Main Entrance Southern side

Source: Author

Pros:
• Easily accessible by all arrival and departure passengers as toilet block location is amidst
proposed passenger circulation.
• Efficiently integrated in proposed public plaza
• Services can be laid easily without touching any heritage structure.
• Optimum space available for toilet.
Cons:
• Nil

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TOILET - Alternate location (1)- at Old Annex building

Figure 4.26: Toilet Alternate location (1)- at Old Annex building

Source: Author

Pros
• Wider entry space and more passenger circulation space comparatively.
• A bit far from Main heritage building.
Cons
• Integration of toilet within heritage structure.
• Laying down services for toilet inside Old Annex building will difficult due to less information
on its foundation.
• Ventilation will be difficult to manage.
• Comparatively difficult to access for suburban passengers and will create conflict in
passenger movement.
• Limited space available for toilets

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TOILET - Alternate location (2)- at Main Line building

Figure 4.27: Toilet Alternate location (2)- at Main Line building

Source: Author

Pros
• Wider entry space and passenger circulation space
• A bit far from Main heritage building.
Cons
• Integration of toilet within heritage structure.
• Laying down services for toilet inside Main line building will difficult due to less information on
its foundation.
• Ventilation will be difficult to manage.
• Comparatively difficult to access for all suburban passengers and will create conflict in
passenger movement.
• Limited space available for toilets

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TOILET - Alternate location (3)- at Public plaza b/w Main line and Old Annex building

Figure 4.28: Toilet Alternate location (3)- at Public plaza b/w Main line and Old Annex building
Source: Author

Pros
• Services can be laid easily without touching any heritage structure.
• Optimum space available for toilet.
• Efficiently integrated in proposed public plaza.
Cons
• Difficult to access by Suburban passengers (majority users) as its location is away from
proposed circulation and will create conflicts in passenger circulation.
• Use of the plaza will be very limited since the semi-sunken toilet block will occupy space
• Toilet will be within view from proposed new building to main heritage building

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TOILET - Recommendation

Figure 4.29: Toilet Recommendation - Layout

Source: Author

Location recommendation- Southern Entrance

• Ease of access, as the location is best suited for all passengers as per circulation.
• Advantage to maximise toilet area need as per demand. (optimum space available).
• No risk, as no heritage building is touched due to lack of foundation and engineering
details.

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Figure 4.30: Toilet Recommendation - view

Source: Author

Main heritage building: Restoration of ground floor of main heritage building is proposed. The area
marked was used as passenger amenities like waiting hall, etc. as the original function but with
course of time the space is repurpose to office use along with addition of partition walls, which also
degrade heritage. Proposal aim to restore the space and its use so that passenger circulation area
gets increase and a convenient access can be achieved during peak time .

Figure 4.31: Main Heritage Building Layout Plan, Source: AREP report

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4.5 Site Circulation

Passenger Circulation
Distributed passenger entry & exit points have been proposed for suburban and long-distance
passengers. The existing access from DN road & PD’Mello road have been further enhanced along with
an additional entry from Crawford side via proposed foot over bridge.

Figure 4.32: Overall passenger entry/exit points; Source: Author

The vehicular entry/exit point at heritage node serve the passenger drop-offs and basement parking for
passengers as well as railway offices. The vehicular entry/exit point at long distance node serves the
long distance passenger drop-offs and cargo bays of Linen & parcel section.

Figure 4.33: Overall vehicular entry/exit points; Source: Author

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A Suburban passengers
The entry & exit points for suburban passengers are split between Heritage node & suburban node.

HERITAGE NODE
The proposed suburban concourse at Heritage node has the following dedicated entry/exit points

• Dedicated entry/exit from Heritage node plaza

• Entry/exit from DN road subway
• 2 Entry/exit points onto Platform 1 from DN road pavement
• 1 Entry/exit points onto Platform 1 from DN road FOB

Figure 4.34: Suburban passenger, Heritage node entry/exit points; Source: Author

SUBURBAN NODE
The suburban passengers can enter/exit the suburban node from various levels as defined thus
increasing it’s accessibility from various ends. Following are the proposed entry/exit points.

• From DN road, via staircase, escalators & lifts from NAB Ground Floor
• From DN road FOB connected to concourse level at second floor
• From Heritage node via TA building’s 2nd floor
• From Long distance node or Crawford market via proposed FOB

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Figure 4.35: Suburban passenger, Suburban node entry/exit points; Source: Author

B Long Distance passengers

The long distance passengers shall access the CSMT LD platforms from both the Heritage node & Long
distance node. The entry & exit points of long-distance passengers have been purposely segregated at
both the nodes for minimum conflict in passenger circulation. All the proposed entries & exits have a
passenger plaza at the forefront activating the station precinct as a public gathering space supported
by pedestrian oriented retails. The long-distance passengers can also access the LD platforms from
suburban node via connecting FOB which is interlaced with station related retail. The station can also
be accessed from Crawford market via proposed FOB.

Figure 4.36: Long distance passenger, entry/exit points; Source: Author

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Goods & Parcel Circulation

The goods & parcel circulation has been consolidated at the long distance node with a seamless parcel
connectivity across platforms achieved via a dedicated parcel movement corridor along platform 18 &
a dedicated parcel movement FOB well equipped with industrial lifts.

Refer Annexure 5 for Parcel & linen circulation plan

Figure 4.37: Goods & parcel circulation; Source: Author

The existing PF18 entry structure is proposed to be modified & repurposed as a parcel
booking area which is supported by a dedicated loading/unloading dock well connected to
cargo bay for service vehicles. As separate G+1 linen section is proposed with its own
loading/unloading dock. The parcel & linen section along with loading docks are connected
to the parcel movement corridor & lifts for parcel FOB. The RPF Thana and RMS is being
planned along the Platform no. 18 in line with the proposed loading/ unloading area, also
incorporating RPF post of 120sqm within the G+1 structure of RPF thana.

Figure 4.38: Parcel & Linen at LD node; Source: Author

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A linen store is proposed near the heritage node which is well accessed via parcel
movement corridor connected to the loading/unloading docks. This acts as the store on
southern side for supporting linen & parcel movement towards platform 8 & 9

Figure 4.39: Parcel & Linen at Heritage node; Source: Author

Figure 4.40: Parcel corridor Typical section; Source: Author

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Platform Egress
As a part of the redevelopment effort the existing platforms are studied in detail to
crosscheck the distances proposed for egress travel over the platforms are within the
parameters set forth by NFPA. The regulation stipulates that travel distance on a platform to
means of egress (stair or pedestrian ramp) be no greater than 325’ (100m). Considering the
existing constraints on the platforms various egress points have been proposed to ensure
the egress parameters are fulfilled for most of the platforms.

Figure 4.41: Platform Egress plan

Source: Author

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4.6 Harbour Line Impact on planning

Railways has proposal to shift Harbour (HB) line (5th and 6th line) to P D’Mello roadside, inside CSMT
land. The proposal is envisaged to decongest the existing suburban tracks and platforms. The new
Harbour line alignment proposed by Railways is an elevated track from Dockyard station and will
connect to CSMT on east side through vacant land.

The master plan has considered the harbour line alignment above the P D’Mello road which is different
from Railways proposed alignment. The proposed option is at more convenient location for commuters
and appreciated by Railway officials.

Figure 4.42: Harbour line parallel and running over the P.D'mello road
Source: Author

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4.7 Comprehensive Master Plan

Railways identified two land parcels in addition to the CSMT to explore the current/ future development
potential on their land. First Land parcel is located in Wadi Bunder & other in Byculla Area.

Figure 4.43 CSMT, Wadi Bandar & Byculla Site

CSMT Site
There is availability of two land parcel on the PD Mello Road side which has the development potential
of commercial & Transit oriented development. First land parcel is between proposed DRM Office
complex and Retail Building with a total site area of 4,710 sqm & other at Carnac Bunder site with total
site area of 11,670 sqm. Carnac bunder site is currently used for Railway related functions whereas the
other site is vacant. Due to proximity of UNESCO heritage CSMT building, the maximum development
height across the two sites are restricted to 24m.

Figure 4.45 Future Development Site at CSMT Figure 4.44Future Development Site at CSMT- Carnac Bunder

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Figure 4.46: Master plan of CSMT with future potential development at P D’Mello side

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Wadi Bunder
The site is in Wadi Bunder, Mumbai near Sandhurst Road Station with site area of approx. 59.3 acres.
It falls under the transportation zone land use. The Site is flanked by the Eastern Freeway on the east,
Eastern express Central Railway line on the west. Wadi bunder site is a prime junction where the
Railway line approaching from CSMT station splits into Central railway line and Harbour line further.
The harbour line passes through the site further connecting Dockyard Railway station on East.

Figure 4.47 Surrounding land parcel to be developed as TOD at Wadi Bunder

The above land parcel provides an opportunity to develop the surrounding land at Wadi bunder as a
Transit Oriented Development (TOD). The site provides potential to activate the area commercially
considering the adjacent of the Eastern Freeway, Sandhurst Road Station and the proposed
development plans by the Mumbai Port Trust along the eastern waterfront. Considering the current
operations and utilization of the space by Railways at Wadi Bunder, approx. 19,073 Sqm (4.7 acres) of
land can be earmarked for Transit Oriented / commercial development. Permissible height as per colour
coded zoning map (CCZM) by Airport Authority of India is limited to 150m.

Appropriate reconfiguration of the land parcel as per the future development intention can translate to
an effective commercial space.

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Figure 4.48 Future development envisaged at Wadi Bunder

Byculla Site
The Printing press site located at Byculla, Mumbai under Indian railways is with Central railway on its
Western periphery and Eastern Express Highway on east side. Byculla falls under "E" Ward within
Municipal Corporation of Greater Mumbai. The site sits in the middle of a dense residential area, with
a culturally and socially rich fabric. There is a mix of low-rise and high-rise buildings around the site.

Figure 4.49 Printing press site at Byculla

As per the MCGM DP Remarks 2034, site is surrounded by Industrial, commercial, and residential land
parcels. The site falls under Public Office land use which is flanked with Health Amenity. National
Railway Hospital which is the biggest Railway Hospital called "Dr. Babasaheb Ambedkar Railway
Hospital" adjacent to the Printing press site. In terms of Road Connectivity, Eastern Express Highway
runs adjacent to the site.

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The site provides potential to activate the area commercially considering the adjacent of the Eastern
Express Highway. Considering the proximity to different places for historical & cultural importance
approx. 25,287 Sqm of land can be earmarked for Transit Oriented / commercial development.
Permissible height as per colour coded zoning map (CCZM) by Airport Authority of India is limited to
150m.

Figure 4.50: Future development envisaged at Byculla

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CHAPTER 5:
STATION DESIGN

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5. STATION DESIGN
5.1 Station schematic plan
Taking forward the big moves that form the basis of station design and the approved masterplan
compliant with railway’s comments, the CSMT schematic design has been developed. Addressing the
design strategy of distributed entrances, decongestion & pedestrianisation of the premises, the scheme
elaborates on the key nodes, which are:

1. Long Distance elevated node

2. Suburban elevated node & Retail skywalk

3. Heritage node

4. DRM Complex

Figure 5.1: site plan at LVL. +0.45m

Source: Author

Note: The detailed layouts can be referred from Annexure 5.

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Station Roof

Figure 5.2: Conceptual all weather cover roof, Arcade theme; Source: Author

Vision for the project is to make Chhatrapati Shivaji Maharaj Terminal an icon for local and international
visitors. The idea is to impart a strong image to the world to see the transformation of the railway station
such that it becomes an inspiration for future.

Following parameters has been considered while developing the finalised ARCADE roof concept further

• Experiential based

• Naturally lit

• Uninterrupted space

• Respecting Heritage.

Conceptually an all-weather cover is proposed which shall cover the entire station and provide
shade to the passengers from all types of weather condition. The finalised roof design gels with the
existing heritage buildings, gives an identity and enhances the imageability of the CSMT precinct and
surrounding.

Figure 5.3: Roof analysis with respect to Heritage

Developing the approved roof design further, the roof is analysed with respect to the heritage in detail.
The roof from 1888 being a heritage structure is being retained under the redevelopment proposal. The

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Roof from 1929/30 although not as dated as the main heritage roof, it provides an opportunity for
restoration & upgradation. Reinforcing our broader intent to rediscover & reintegrate and thus paying
homage to this piece of history as well

Figure 5.4: Roof transition from Heritage to New: Source: Author

Retaining & refurbishing the roof from 1929 also adds to an easy transition of passenger experience
from old to new or vice versa. The move also assists in

• Cost Saving
• Less invasive upgradation over constricted platforms
• Lesser operational disruptions at the time of construction

Under the proposed refurbishment the structural members shall be retained, repaired & repainted. The
columns shall also be retained and refinished. The sheeting on top to be replaced with a more modern
light weight material. And the existing skylights shall be refurbished with lesser mullions/divisions.

Figure 5.5: Typical roof section across retained & proposed; Source: Author

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Figure 5.6: Roof Key plan; Source: Author

The proposed new roof structure is based on the finalised arcade theme with metal plate beams &
curved roof. With vertical skylights to bring in northern light at 15m intervals.

At the suburban entry/exit from heritage node exists a unique opportunity to celebrate the pristine
heritage encompassing the passenger circulation. The passenger movement corridors as well as
staircase and escalators to TA second floor concourse are in the middle of 2 heritage structures. To
allow the passengers to observe & rejoice at the ambient architectural legacy being preserved, a glass
canopy roof is proposed at that location.

Figure 5.7: Glass canopy typical section; Source: Author

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Figure 5.8: 3D view suburban entry/exit at Heritage node; Source: Author

Figure 5.9: Proposed roof over platforms; Source: Author

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Long Distance (LD) node

Figure 5.10: 3D view Long distance node; Source: Author

With segregated functions, the long-distance node shall primarily serve the long-distance passengers.
The building at long distance node is a G+3 structure with a planned retail/commercial frontage at upper
levels. The building also has a planned basement to provide ample car parking & drop-offs required for
the LD node.

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A Site
At site level the node comprises of a planned vehicular entry & exit point to be used by passengers,
retail/ office users & service vehicles. The circulation of each category of users has been meticulously
planned to ensure zero clash & smooth movement for each.

Railway Operations
& maintenance

RPF Quarters &

services retained

Figure 5.11: LD node site plan

Source: Author

The vehicular drop-offs for departure passengers & arrival pick-ups have been segregated further. The
vehicular lanes for retail/office users have been identified separately along with a separate drop-off for
retail lobby. The service vehicles & staff serving the railway functions of parcel booking, linen, C&W
workshop, existing RR building etc have a separate circulation identified to have minimum conflict with
passenger movement and attain an uninterrupted service.

Figure 5.12: LD node site circulation

Source: Author

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An approximate area of 8300sqm has been retained & reserved for railways operation & maintenance
expansion towards the northern edge. The existing RPF quarters on the P’DMello site towards the
Carnac bridge have also been retained.

The Railway claim tribunal is proposed to be shifted to DRM office complex with it’s existing building
considered under demolition to suit circulation & planning of LD Node.

Figure 5.13: LD node, Land retained for railway O&M, RPF quarters
Source: Author

Figure 5.14:Proposed development at P.D'mello side

Source: Author

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B Ground Floor, Passenger plazas

The ground floor comprises of vehicular drop-offs and passenger plaza(s). To reduce the chaos & for
smooth passenger movement the arrival & departure circulation has been segregated further. Arrival &
departure passengers shall be directed to their separate dedicated plazas.

The ground floor of LD node also comprises of retail wing at front as well as on the P’DMello land that
enhances an activated building frontage.

Figure 5.15: LD node, Ground floor

Source: Author

Figure 5.16: LD node, plaza drop-off

Source: Author

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The departure plaza shall have a dedicated set of staircases, escalators & lifts to direct the passengers
directly towards the departure concourse at second floor level. The arrival plaza shall have a dedicated
set of staircases, escalators & lifts to direct the passengers from an independent arrival concourse at
first floor level.

The departure plaza at ground floor level also comprises of a booking office area and access to cloak
room. The plazas are supported by amenities like toilet, services etc. The rear of the block at ground
floor level also comprises of station manager office & IOW workshop that need to be closer to PF18.
The existing guard running room has been retained, with an access from plaza at ground floor level.

Figure 5.17: LD node, Departure plaza

Source: Author

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Figure 5.18: LD node, Arrival plaza

Source: Author

A separate area has been identified for parcel booking, Linen & C/W workshop, which is supported by
a dedicated loading and unloading yard accessed from a dedicated cargo bay. The existing PF18 entry
structure is proposed to be modified & repurposed as a parcel booking area. A separate G+1 linen
section is proposed with its own loading/unloading dock. The parcel & linen section along with loading
docks are connected to the parcel movement corridor & lifts for parcel FOB. The G+1 RPF thana
incorporating RPF Post of 120sqm and RMS facility is also planned along PF18, inline with the loading/
unloading bays.

Figure 5.19: LD node, Loading Unloading

Source: Author

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C First Floor, Arrival concourse

The first floor of LD node is proposed at a level of +4.5m. The floor comprises of a dedicated arrival
concourse, which is fed by passengers arriving from LD platforms via the two foot-over bridges on each
side. The arrival concourse overlooks the double height plaza(s) at ground floor level.

This level also comprises of a separate retail/commercial floor plate overlooking the drop-off’s below.
The retail floor plate is provided with its dedicated set of staircase lifts & escalators. A separate set of
staircases, lifts & escalators have been provided at arrival concourse to connect the passengers to the
retail/commercial at second floor level. These VCE(s) also serve as an option for passengers to re-
enter the station via LD departure concourse at second floor level

An approximate area of 860sqm for railway offices is also allocated at this level.

Figure 5.20: LD node, First floor

Source: Author

Figure 5.21: LD node, Arrival concourse view

Source: Author

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D Second floor, Departure concourse

The second floor of LD node is proposed at a level of +9.0m. The floor comprises of a dedicated
departure concourse. The second floor also has retail floor plate that forms the frontage of the building
façade. The retail wing spans over the vehicular road below unifying with the proposed retail
development on P’Dmello land.

The departure concourse comprises of unpaid & paid areas segregated by security check points duly
designed to provide for the required no. of DFMDs & baggage scanners based on passenger forecast
calculations. The unpaid areas are towards the two ends of the concourse with the paid area in the
centre.

Figure 5.22: LD node, Second floor

Source: Author

The unpaid area at the east end (P.D’mello side) is fed by passengers from departure plaza at ground
floor level. The zone is provided with essential passenger amenities like passenger waiting areas,
toilets, passenger related retail, ticket vending machines(TVM) and an allocated area for services based
on the passenger forecast. This unpaid area is also the connection point between front retail & LD
departure concourse. A connecting bridge is also proposed to connect the P’DMello retail development
to the LD departure concourse. The floor plate is provided with ample circulation space to fulfil the
requirements of queuing and other passenger movement(s).

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Figure 5.23: LD node, departure concourse East unpaid zone

Source: Author

The unpaid area at the west end is fed by passengers from two foot over bridges i.e. bridge connecting
to Crawford market & bridge connecting the LD node to Suburban node. This unpaid zone is also
provided with a set of staircase & escalators towards the left side to connect the passengers to HB
concourse at third floor level.

Figure 5.24: LD node, departure concourse West unpaid zone

Source: Author

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After crossing the security checks the passengers enter the central paid area of LD concourse. This
zone is provided with essential passenger amenities like passenger seating areas, toilets, passenger
related retail overlooking the seating and ATMs based on the passenger forecast. The zone is also
provided with station information center & tourist information center. The paid area of LD concourse
leads the passengers towards individual platforms (from PF18 – 14) via dedicated set of staircase, lifts
& escalators. A staircase is proposed near east end security check for passengers to access the AC
lounge proposed at third floor level.

Figure 5.25: LD node, departure concourse Paid zone

Source: Author

The general seating lounges at this paid zone are provided with dedicated viewing gallery spaces
towards the north & south edge. The concourse level at 9m opens out rich views towards the
surrounding heritage structures and the fort area. These viewing galleries give an opportunity to the
passengers to appreciate and relive city’s legacy. It helps in placemaking and giving an identity to the
general traveller.

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Figure 5.26: LD node, departure concourse viewing gallery

Source: Author

Figure 5.27: LD node, departure concourse view

Source: Author

The connection of passengers from paid zone of LD departure concourse to platform no. 13-8 is
provided via suburban-LD FOB. The paid passenger movement over this FOB will be cordoned off from
unpaid passenger movement by a physical retail separation between the two.

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Figure 5.28: LD node, Paid passenger movement to PF no. 13-8; Source: Author

Figure 5.29: View from Long distance concourse towards Heritage: Source: Author

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E Third floor, Harbour line concourse

The third floor of LD node is proposed at a level of +15.75m. The floor acts as a connection with harbour
line elevated stations. The HB concourse is also seamlessly connected to the retail skywalk proposed
over LD-Suburban FOB. The retail front wing of the building continues at this level as well. This floor is
also provided with ticketing area & related offices along with earmarked area for services.

An AC lounge for long distance passengers is proposed at third floor level above the paid departure
concourse. The circulation passage towards LD unpaid zones below are flanked by retail spaces that
capitalise on the rich view the node offers at this level.

Figure 5.30: LD node, Third floor; Source: Author

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F Conceptual sections

Figure 5.31: Conceptual sections for Long Distance Node

Source: Author

Figure 5.32: Conceptual sections for Long Distance Node

Source: Author

Suburban node & Retail skywalk

Figure 5.33: Suburban node & Retail skywalk masterplan; Source: Author

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With segregated functions, the Suburban node shall primarily serve the suburban passengers. The
proposed design utilises the ground floor & second floor of the existing NAB building at DN road to
access the suburban concourse elevated above the platform/tracks.

The suburban node also comprises of a retail floor above concourse which extends into a retail skywalk
above suburban-LD FOB. The proposed retail has access to rich views of the heritage structure and
the building echoes the idea of a modern railways through a very contemporary building façade.

A Ground floor, Passenger Plaza

Figure 5.34: Suburban node, Ground floor

Source: Author

The ground floor at suburban node shall serve as a passenger plaza. The existing footpath below NAB
building shall be utilised to provide access to the ground floor plaza. As per the existing scenario the
plinth of ground floor is raised by 1.2m from the footpath level (to accommodate a basement below the
ground floor). Strategically placed ramps & steps shall be provided for passengers to reach this plaza.

Prominent set(s) of staircase & escalators have been proposed at the two ends of the building to gather
the passengers coming from the two ends and direct them towards the concourse level at second floor.
The plaza shall also have dedicated set of lifts to direct passenger movement towards concourse.

Tactically located retail shall activate the plaza and will also assist in giving the node a sense of place.
The plaza shall be supported by required amenities like toilets, ticket vending machines and allocated
area for services.

Figure 5.35: Suburban node, Ground floor; Source: Author

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B Second floor, Concourse

The existing second floor of NAB building shall be utilised to access the proposed elevated suburban
concourse. The concourse comprises of unpaid & paid areas segregated by AFC gates provided as per
the required numbers based on passenger forecast & pedestrian microsimulation.

Apart from the staircase & escalators from ground floor the unpaid or the free zone of the suburban
concourse is accessed by the following foot-over bridges as well:

• FOB above DN road towards the Cama Hospital

• FOB from Crawford market & LD concourse

• FOB for exit passengers from LD concourse

Figure 5.36: Suburban concourse Entry/Exit points; Source: Author

The existing ticket booking facility and self-ticketing zone on the ground floor of New Administrative
building is relocated to this concourse level. The Administrative office to control and regulate the
concourse activities shall be placed on this floor.

Retail shall be integrated with the circulation, as passenger movement areas promote takeaway retail
format. This will help capitalise on increased footfalls, thereby generating revenue to offset the cost of
built infrastructure.

The existing toilet facility shall be retained for passenger’s use thus utilising the existing shafts & vertical
stacks. The toilets shall be detailed to increase fixture counts to serve more no. of passengers. The
existing vertical circulation elements shall be retained with controlled access to serve the retained NAB
offices at upper level. 4no. new lifts are proposed to serve concourse levels to allow for segregated
passenger movement.

The access to retail floor & retail skywalk is proposed from unpaid area of second floor concourse.

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Figure 5.37: Suburban node, Second floor

Source: Author

The paid zone of the concourse shall be accessed by:

• Either crossing the AFC gates from unpaid concourse

• Or by crossing the AFC gates via Traffic Account(TA) building, second floor. For passengers from
heritage node.
• Or by passengers exiting the suburban platforms

The paid area of the concourse comprises of passenger circulation areas & set(s) of staircase, lift &
escalator towards each suburban platform.

Figure 5.38: View from Suburban concourse: Source: Author

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Figure 5.39: Suburban-LD FOB with retail; Source: Author

The FOB towards long distance node is linked to suburban node at this concourse level. The proposed
FOB has a total width of 39m. Of which 27m of FOB width is dedicated for connection between suburban
& long-distance node. This 27m width includes station related retail within 11m width & the remaining
is dedicated for passenger movement and travelators. Out of 39m wide FOB a width of 4.5m is
dedicated for long distance passenger’s access i.e. an earmarked connection between LD paid
concourse & LD Platform no 08 -to-13. The two distinct circulation paths of free zone passengers &
long-distance paid passengers are separated physically by station related retails which act as a tool
bifurcating the two diverse movement flows. The retail is interspersed with spill over seating areas which
provide a visual relief along the long walk and open out windows of view towards the heritage & station
building. The introduction of retail along passenger circulation at FOB level is also proposed with an
intent to harness impulse purchasing affect prevalent along such environments. The suburban-LD
connection path is provided with travelators at intervals that shall assist in transferring the passengers
to their landing end with ease.

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C Retail floor & Skywalk

Figure 5.40: Retail floor & skywalk; Source: Author

The suburban node has a proposed retail floor above the concourse level. The retail floor level aligns
with the finished floor of NAB 4th floor. Access to this retail is proposed from the unpaid suburban
concourse level via a dedicated set of staircase & escalators.

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Figure 5.41: Retail floor above suburban concourse: Source: Author

This retail floor further extends into a retail skywalk proposed over the FOB which further connects to
the harbour concourse of long-distance node. The proposed retail has access to rich views of the
heritage structure and the building echoes the idea of a modern railways through a very contemporary
building façade. In order to maximum the experience of the heritage the external skin at this floor is
glazed. The structure takes inspiration from the iconic Vierendeel girders and becomes the highlight of
the façade thus giving it a modern face. The building height of the retail floor is planned to be +6m to
give a grander ambience, provide opportunities for atriums & skylights and assist in the required
services above false ceiling. For the purpose of egress as per NFPA set(s) of staircases have been
strategically provided for users to exit onto platforms in case of any emergency.

Figure 5.42: Suburban concourse section with retail floor & skywalk in elevation; Source: Author

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Figure 5.43: View from retail floor towards Heritage; Source: Author

Heritage node

With segregated functions, the heritage node serves long-distance as well as suburban passengers.
This node shall be planned to respect the heritage character of the Old existing buildings at CSMT.

This node comprises of identified existing buildings that shall be either retained or repurposed & a new
building to accommodate the headquarter offices being relocated. The Existing & the new building are
connected by a grand pedestrian plaza which shall be meticulously landscaped to provide enhanced
passenger experience and a relief to the heritage in the background.

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The new building at heritage node is a G+4 structure with a viewing gallery at the topmost floor. While
the ground floor forms a part of the proposed plaza facilitating the passenger movement, the railway
offices are planned at upper levels. The new building also comprises of a 2 level basement with puzzle
parking to provide for drop offs and parking spaces.

Since all additions and alterations to the heritage structures will be removed, the addition to the north
eastern corner of Main Heritage is also proposed to be demolished. This is will result in removal of
Railway offices and public toilets at the ground floor. The provision and location of public toilets is critical
for this node since many passengers undertake a long journey which ends or starts from CSMT.

Figure 5.44: Heritage Node, Ground/ Concourse level; Source: Author

Considering the overcrowding in the suburban trains during peak hours, the actual passengers travelling
are over the carrying capacity. Hence, the suburban and long-distance passenger movement has been
segregated into separate suburban & long distance concourses to regulate the flow of passengers.

The Suburban concourse at ground floor of heritage node falls under heritage restrictions therefore, the
existing structure shall be utilized. The suburban concourse at heritage node can be accessed by:

• Entry gate in front of subway at DN road & Entry gate(s) along DN road footpath

• From the proposed pedestrian plaza

The paid areas/ platforms can be accessed by crossing the AFC gates which are planned based on
passenger forecast and simulation studies.

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Figure 5.45: Heritage node, Ground floor- Suburban concourse

Source: Author

The heritage node also serves Long distance passengers with a separate long-distance concourse at
ground floor. The long-distance concourse is accessed via proposed pedestrian plaza.

The ground floor of Mainline office building is used as holding area for entry/ exit of long-distance
passengers along with booking facility for unreserved passengers located on the west end of the
building. The entry & exit points are meticulously planned to have minimum obstructions & circulation
clashes during peak hour. The paid area of Heritage node LD concourse is accessed by crossing the
security checks at the proposed entry points. The paid area is provided with essential passenger
amenities like passenger seating areas, toilets, passenger related retail overlooking the seating and
ATMs based on the passenger forecast. The zone is also provided with station information center &
tourist information center. The paid area of LD concourse leads the passengers towards individual
platforms (from PF8 – 18)

Existing Parcel office building adjacent to platform 12/13 shall be demolished thereby adding circulation
area and direct access and visibility to platforms 14, 15, 16 17 and 18. The paid area also has a set of
staircase & lift for passengers to access a food court at first floor level. Doing this facilitates additional
circulation & seating space for passengers and a better visibility of platforms. The food court with other
ancillary facilities shall be planned as per the regulations.

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Figure 5.46: Heritage Node, Ground floor Long distance Concourse

Source: Author

The existing central open space (between heritage buildings) currently used as drop off and parking
shall be converted into an open plaza to create a sense of space and regularize the pedestrian
movement. The celebrated pedestrian plaza is encompassed by heritage buildings on 3 sides & a new
proposed building on the fourth side. While the plaza provides strategic entry & exit points into the
suburban & LD concourse, the plaza itself can be accessed from 2 sides:

• A pedestrian access from Bhatiya udyan/ St George roadside.

• Vehicular drop-off & extended plaza under the proposed new building (GF level)

The heritage node plaza also has a proposed toilet block in the vicinity of suburban entry/exit point to
serve the suburban passengers. The toilet block is sunk by 1.5m to reduce it’s vertical profile thereby
obstructing views towards the heritage structures. The toilet block shall have a green roof and is
proposed to be accessed by 2 set of ramps to provide access from both the ends. The no. of fixtures in
the toilet block shall be as per the MSSR guidelines. As per in-principle approval by MHCC, who has
raised concerns over placement of the toilets, alternate locations such as the south-western end of Main
Line Building and that of the Annex Building can be explored. Concerns over locating wet services in
old heritage buildings have been expressed which needs detailed exploration and design before
seeking final approvals from MHCC.

The extended plaza under the new proposed building shall have a separate set of lifts & staircase to
access the offices at upper level. The plaza shall also have a set of escalator & staircase to direct the
passengers towards a viewing gallery proposed at topmost level of this new building. Bicycle parking
facility is also provided in this plaza. The IRCTC base kitchen is being planned on the long distance
concourse at heritage node, on the ground floor of the new development.

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The drop off and pick up services shall be planned in place of existing guard running room, CM building
and parcel booking building. These buildings shall be demolished, and the departments shall be
relocated as per proposed relocation plans. The drop-off area shall also have a set of ramps to direct
the vehicles towards a basement parking. The basement shall be provided with puzzle parking to
maximise it’s efficiency the shall be planned ensuring a 20m set back from the heritage structures.

Figure 5.47: Heritage Node, Proposed Public plaza

Source: Author

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A Heritage node, First floor

The first floor of existing buildings that have been retained shall continue to have railway offices as per
finalised relocation plan. The first floor of proposed new building shall be utilized to accommodate
railway offices. The proposed building’s first floor shall also have the proposed food court accessed
from paid concourse at ground floor. The functions in Traffic account buildings shall also be retained.

The new building at heritage node has 2 sets of skywalks that shall connect the new building to existing
main line office & old Annex building at each level. This shall assist the railway staff in better connectivity
across the buildings. Set of service elevator has also been provided in this building to serve the kitchen/
pantry at upper levels.

Figure 5.48: Heritage node, First floor

Source: Author

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B Heritage node, Second floor

The second floor of existing buildings that have been retained shall continue to have railway offices.
The second floor of proposed new building shall also be utilized to accommodate railway offices. The
second floor of Traffic account building shall be utilized to connect suburban passengers between
heritage node & suburban node (on NAB side) during peak hours overcrowding at Heritage node.

Figure 5.49: Heritage node, Second floor

Source: Author

Figure 5.50: TA building, second floor connected to Suburban concourse

Source: Author

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C Heritage node, Third & Fourth floor

The third & fourth floor of new building at heritage node shall continue to accommodate required railway
offices as per finalised relocation plan. The fourth floor shall consist of a viewing gallery which shall be
open for tourists and all passengers. The viewing gallery is planned strategically, to get a view of entire
heritage precinct and appreciate the heritage character at CSMT.

An open-air restaurant with alfresco seating shall also be explored at the terrace level providing stunning
views of the heritage with city in the backdrop. The introduction of an alfresco will help in identifying the
redeveloped campus as a destination and will also generate revenue.

Figure 5.51: Heritage node, Third floor

Source: Author

Figure 5.52: Heritage node, Fourth floor

Source: Author

Egress plans
All proposed station concourse(s) & retails are planned for egress travel within the parameters set forth
by NFPA. The regulation stipulates that travel distance on a platform/concourse to means of egress

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(stair or pedestrian ramp) be no greater than 325’ (100m). Strategically located egress points have been
proposed to ensure the egress parameters are fulfilled for all areas at all levels.

Figure 5.53: Ground floor Egress plan

Source: Author

Figure 5.54: Second floor Egress plan

Source: Author

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Figure 5.55: Third floor Egress plan

Source: Author

DRM Complex

Figure 5.56: Railway land along P. D'mello road

Source: Author

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The CSMT precinct has an approximate land area of 97,895sqm along the P'Dmello road. A part of land
is utilised to develop the long-distance node. The northern end of the site towards the Carnac bridge
comprises of the following existing functions which have been retained:

• RPF quarters, Godowns & sheds

• Substation
• Allocated reserved space for railways operation & maintenance

The land chunk between the long-distance node & retained railway functions is bifurcated into the
following 3 zones for development:

1) The land towards Long distance node is earmarked for station related retail building which is
designed to be an extension of the long-distance node

2) An approximate land area of 24,000sqm towards the retained railway functions is identified for
development of DRM COMPLEX

3) The land parcel of approximately 7000sqm between the station related retail building & DRM
complex has been planned as an identified space for future development. The space is to be
developed as a plaza in the current development proposal

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A Concept Design Approach

Figure 5.57: DRM complex Design objective; Source: Author

The design objective of DRM complex focusses on creating a pedestrian friendly environment for it’s
users by the use of public plazas & thoroughfares. The design intends to capitalise on the public spaces
to form an identity & a sense of place.

Figure 5.58: Development along P.D'mello road.

Source: Author

i INTERACTIVE DESIGN

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The proposed DRM complex is a blend of different railway offices including DRM. The complex shall
also includes offices for PSUs and some station related functions like magistrate court, Control room
etc. The complex also comprises of an auditorium (350 seats) & a guest house block (75 keys/rooms).

Figure 5.59: DRM Complex Design approach ref image

For all these multi-functions to co-exist and intermix the design stresses on being INTERACTIVE using:

- Formal PUBLIC PLAZAs

- INFORMAL COURTYARDS

- Interconnecting STREETS at ground as well as at upper level

- TERRACES overlooking the streets & courtyards

To bring about an Interactive design, the building blocks are devised to create multiple plazas that
connect with each other at various levels. Thus, providing multiple ways in which users can interconnect
with various spaces.

i HOMAGE to HERITAGE
The proposed development at P'Dmello site falls within the Heritage buffer zone therefore all
development on this land has a height restricted to 24m. The site falls within the fort area which
formulates the ambient architecture of the region. The site contextually is rich in culture & heritage and
the proposed design has to be sensitive towards blending with the heritage atmosphere it falls within.

In order to pay HOMAGE to the HERITAGE the building ht is split into 2 parts.

- Lower height blocks: G+2 floors

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- Upper block: 3rd + 4th floor.

Figure 5.60: DRM complex conceptual

section; Source: Author

The lower height blocks

correspond to the surrounding
heritage character. And attempts
to have a modern interpretation of
the historical architectural
vocabulary.

The low height blocks also scale

the interactive spaces to a human
level, and thus give the public
spaces a more approachable
quality

Figure 5.61: DRM Complex Look & feel of lower height blocks, G+2

i Assertion of a RENEWED & MODERN Railways

To assert the renewed branding of
railways as a modern state-of-the-art
premises, when the building ht is split
into 2 parts, the identified upper blocks
i.e. 3rd + 4th floor have been
capitalized exert a modern façade.

The upper blocks are proposed to be

a modern interpretation of Vierendeel
girders which are iconic to railways
bridges all across the nation. The
upper block relays a modernized
façade concurrent with the prevailing
times.

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Figure 5.62: DRM complex conceptual section; Source: Author

B Proposed Design
To bring about an Interactive design, the building blocks are devised to create multiple plazas that
connect with each other at various levels

Figure 5.63: DRM Complex Low ht blocks with multiple terraces & interactive streets; Source: Author

The upper block as marked relays the modern façade concurrent with the prevailing times.

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Figure 5.64: DRM Complex with upper blocks relaying the modern facade; Source: Author

Figure 5.65: DRM Complex schematic model; Source: Author

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Following is the proposed area break-up for DRM building complex which has a total built-up of
70,964 sqm.

S. Description Building Floors/ Total Built Up Area

No. Configuration
(Sqm)
1 Basement 2 levels 24,067
2 DRM office including Audi 30,533
3 Control room/ control office/ SCADA 2,372
4 Guest house block
4,650
(75 rooms + dining +BOH)
5 Other Railway offices 5,571
6 Station function 200
7 PSU (2nd and 4rd floor) 1900+1065
8 Railways Claims Tribunal 340
9 Divisional Training centre 266
TOTAL 70,964
Table 5-1: DRM complex Area break-up; Source: Author

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i Layouts

SITE LAYOUT

PART A

PART B

Figure 5.66: DRM complex site plan; Source: Author

The allocated land parcel for DRM complex is divided into two parts, site Part A & Part B bifurcated into
two by a vehicular road encircling the Part A building complex. The building complex on the Part A side
has internal public plaza(s) connected to external plazas.

One external plaza faces towards future development land parcel & another external plaza faces the
P’DMello road. The Part A building complex comprises of DRM offices along with other railway offices
being relocated from CSMT precinct and some station functions.

The building complex on the Part B site comprises of Guest house block.

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PART A: GROUND FLOOR LAYOUT

Figure 5.67: DRM complex Ground floor; Source: Author

The Ground floor of DRM complex comprises of DRM functions including an auditorium of 350 pax
capacity. The pre-function area of the auditorium is planned such that it is well accessible from the
external public plaza and to accommodate 500 pax .

The control office is planned to be provided with a service trench for connection of all the cables between
the control office & other railway offices near the platforms.

The various offices spill out and interconnect with each other via pedestrian plaza(s) & internal streets
at ground level. Vehicular drop-offs shall be planned at the periphery, ensuring a completely pedestrian
zone internally. The ground floor builtup area including auditorium is 6661sqm.

The following DRM functions are at Ground floor:

S. No. Proposed DRM functions (Ground Floor)

1 Health unit with chamber for Medical Officer
2 Library
3 Railway Claims Tribunal
4 Union Offices
5 Hindi Rajbhasha

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6 Divisional Sports Organisation (with Sports Association Office)

7 Divisional Cultural Academy
8 Canteen + Kitchen
9 Station Function
10 Meeting room + visitor's room + Breakout room
11 Common room for ladies
12 Pantry
13 Auditorium 350 pax
14 Audit
15 Civil Defence
16 Disaster management Room + Storage
17 Maintenance Room 4x300 sqm (Custodian Elect +Civil+ S&T)
18 EQ Cell+ Office
19 Scouts and Guides
20 Divisional training Centre
21 Toilet blocks (Ladies + Gents including PH)
22 Telephone Exchange
Table 5-2: DRM complex Ground floor part A - Proposed DRM functions; Source: Author

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PART A: FIRST – FOURTH FLOOR LAYOUT

Figure 5.68: DRM complex First floor; Source: Author

First floor layout comprises of approximately 7332 sqm of DRM functions.

Following the concept approach of having interactive spaces, various terraces & open seating areas
are proposed at this level as well that overlook the plazas below.

The following DRM functions at First floor:

S. No. Proposed DRM functions (First Floor)

1 Personnel Office
2 Commercial
3 Common room for ladies
4 RPF CCTV Room
5 Creche
6 RPF Department
7 Security control room
8 Meeting room + Visitor's room + Breakout room
9 Pantry
10 Meeting room
11 Toilet blocks (Ladies + Gents including PH)
12 Telephone Exchange
Table 5-3: DRM complex First floor part A - Proposed DRM functions; Source: Author

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Figure 5.69: DRM complex Second floor part A; Source: Author

The Part-A Second floor layout comprises of approximately 4908.7 sqm of DRM functions. An
approximately 1900 sqm of PSU have been planned at the second floor level of Part-A. Second floor
is of total 6808.7 sqm floor plate.

The following DRM functions at Second floor:

S. No. Proposed DRM functions (Second Floor)

1 Meeting room + visitor's room + Breakout room
2 Pantry
3 PSU
4 Engineering Department
5 Accounts
6 Common room for ladies
7 Toilet blocks (Ladies + Gents including PH)
8 Telephone Exchange
9 Exam hall
Table 5-4:DRM complex Second floor part A - Proposed DRM functions; Source: Author

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Figure 5.70: DRM complex Third floor part A; Source: Author

Third floor layout comprises of approximately 8395 sqm of DRM functions and approximately 2372
sqm of area allocated for control offices/Scada with its’ dedicated waiting and reception. An
approximately 140 sqm of railway offices have been planned at the third-floor level of Part-A. Total
floor area of third floor is 10,907 sqm.

The following DRM functions at Third floor:

S. No. Proposed DRM functions (Third Floor)

1 Control Office +Separate restaurant for control room
2 Control office/ Scada
3 Waiting room for 20 persons near TRO Office
4 S&T
5 Mechanical
6 Meeting room
7 visitor's room + Breakout room
8 Conference Room
9 Bank of meeting room
10 Pantry
11 Electrical Department
12 Operating department

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13 Rail madad Control Room for all department.

14 Meeting Room +Visitor's room + Breakout room
15 Toilet blocks (Ladies +Gents including PH)
16 Common room for ladies
17 Telephone Exchange
18 Space for Railways
Table 5-5:DRM complex Third floor part A - Proposed DRM functions; Source: Author

Figure 5.71: DRM complex Fourth floor part A; Source: Author

Fourth floor layout comprises of approximately 4042.7 sqm of DRM functions. The building towards
railway station side is allocated to railway offices being relocated from CSMT precinct. An
approximately 6496 sqm of railway offices including PSU have been planned at the fourth-floor level
of Part-A.

The following DRM functions at Fourth floor:

S. No. Proposed DRM functions (Fourth Floor)

1 Control office/ Scada
2 General DRM
3 Safety Department
4 Enquiry room for safety department
5 Executive Canteen

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6 Pantry
7 Conference Room
8 Meeting room
9. visitor's room + Breakout room
10 Stores
11 Railway Offices
12 PSU
13 Gati Shakti Unit
14 WSSC office room
15 Toilet blocks (Ladies +Gents including PH)
16 Telephone Exchange
Table 5-6:DRM complex Fourth floor part A - Proposed DRM functions; Source: Author

PART B: GROUND to FOURTH FLOOR LAYOUT

Figure 5.72: DRM complex Ground floor part B; Source: Author

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Figure 5.73: DRM complex First floor part B; Source: Author

Figure 5.74: DRM complex Second floor part B; Source: Author

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Figure 5.75: DRM complex Third floor part B; Source: Author

Figure 5.76: DRM complex fourth floor part B; Source: Author

The Ground to Second floor of Part-B DRM complex comprises of a Guest house block facing the
P’DMello road. The Guest house building is planned to house 75 rooms. The 75 rooms will be
supported by a reception & dining space at the ground level. A Back-of-House for the guest house
block is also proposed on the ground floor which shall be connected to basement for
loading/unloading docks.

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PART A & B: BASEMENT LAYOUT

Figure 5.77: DRM complex Basement; Source: Author

A combined basement is proposed below both site part-A & part-B. The entry/exit ramps to the
basement are proposed over Part-B site. The basement is planned for 2 levels and accommodates
628 ECS as required for the offices above. The basement is also planned to have services & water
tanks to support required infrastructure for the buildings above.

i Elevation & Sections

Figure 5.78: DRM Complex Conceptual elevation; Source: Author

Figure 5.79: DRM Complex Conceptual Section; Source: Author

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CHAPTER 6:
BASIS & COMPILANCE OF DESIGN

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6. BASIS & COMPILANCE OF DESIGN

6.1 Architecture
Area and amenities requirement for Long Distance passengers
The long-distance access is divided into two zones broadly, first is the new long-distance node and
second is the heritage node. The requirement for both new long-distance node and heritage node has
been calculated separately. As, New long-distance node has segregated zones/level for arriving and
departing passengers whereas Heritage node has common zone for both arriving and departing
passengers.

As per CSMT train timetable details (refer table 4.23), there are two different peak hours within a day,
both nodes are designed accordingly. Heritage node has common area for both arrival and departure,
hence the peak hour considered is from 21:00 to 22:00, as in this peak hour heritage node will handle
maximum number of trains i.e. 15 trains, 8 trains are departing and 7 are arriving. According to peak
hour passenger projection of 2061, heritage node will handle 16,012 pax. rounding off to 16,000 pax.
which includes both arrival and departure (refer section 4.4.2).

New long-distance node has segregated zone for arrivals and departure hence the arrival peak and
departure peak is taken separately. Departure peak is same for both the node which is between 21:00
and 22:00 in which 8 trains are departing. But arrival peak is different for new long-distance node i.e.
between 04:00 to 05:00 during which 12 trains are arriving. According to peak hour passenger projection
of 2061, arriving passenger are 12,810 pax. and departing passenger is 8,540 pax. (refer section 4.4.2).
Also, it is assumed that heritage node will handle 50% passenger and new long-distance node will
handle 60% passenger, 10% extra is considered for future demand.

a) Area and amenities requirement at New Long-distance node: The total peak hour passenger for
new long-distance node is 21,350 pax. (as per projection of 2061) which includes 12,810 rounding off
to 12,800 pax. arriving passengers and 8,540 pax. rounding off to 8,550 pax. departing passengers
(refer section 4.4.2). It is assumed that 60% 0f 21,320 pax. i.e. 12,810 pax. will use new long-distance
node, which includes 7,680 arriving passengers and 5,130 departing passengers. Remaining 50%
(including 10% surge) will use heritage node. As new long-distance node has separate zones for
arrivals and departure so major facilities are provided for departing passengers as per MSSR in table
below:

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Table 6.1: Area and amenities required as per MSSR at New long-distance node

Note: The ‘Nmax’ value as per MSSR for new long-distance node is considered same as departing passengers to calculate
facilities for departing passengers.

b) Area and amenities requirement at Heritage node (long distance passengers): The total peak
hour passenger for new long-distance node is 16,012 pax. rounding off to 16,000 pax. as per
projection of 2061 (refer section 4.4.2), which includes 7,450 arriving passengers and 8,550
departing passengers. It is assumed that 50% i.e. 8,000 passengers will use heritage node, which
includes 3,725 arriving passengers and 4,275 departing passengers. Remaining 60% (including
10% surge) will use new long-distance node. The requirement is calculated as per MSSR in table
below:

Table 6.2: Area and amenities required as per MSSR at Heritage node for long distance passengers

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Area requirement for Suburban passengers

Table 6.3: Suburban node split consideration; Source: Author

CSMT is a terminal station where ingress and egress has primarily been designed at the end of the
platforms. The southern or heritage end of the platforms allows access to mixed use and commercial
areas in the Fort. Hence, it has been observed catering to 80% of the daily traffic while the northern end
of the platforms caters to 20%. While the data and observations are for daily traffic, it has been assumed
that the same pattern is applicable during peak hour as well. The proposed distribution of traffic is
provided in the diagram below. Additional capacity up to 30% is proposed to be designed at the northern
end where it is expected that better amenities will attract higher share of traffic.

Table 6.4: Average number of passengers at any time during peak hours both inwards & outwards; Source: Author

The average number of passengers at peak hour is considered from the MRVC study which had
established it as around 2006 per train for Central Railway fast trains The passenger average is
calculated for arrival & departure passengers per 15 minutes. Considering 1,50,000 figure per peak
hour, 37,500 passengers are considered for calculation for designing of amenities and station activities
for both inward & outward passengers.

Amenities are designed accordingly. Existing number of booking facility at Suburban node is retained
and shifted to second floor proposed concourse area. Total 6 number of ticket counters and automatic
ticket vending machines have been installed.

Drinking water taps is as per NBC code, Table 14. 3 taps per 1000 passengers, which totals upto 113
number of taps, further divided in two nodes 90 for Heritage node and 36 for Suburban Node.

Toilet provision made is also as per NBC and the total required number is further divided considering
the respective percentages of passenger movement at the nodes.

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Table 6.5: Amenity requirement for Suburban node; SOURCE: Author

The check in requirement for departing passengers is as follows:

DFMD, Check in queue and Baggage scanners is calculated considering the passenger movement in
1 minute.

DFMD requirement is for 15 passenger/ min, queueing space requirement for DFMDs is minimum
provision for 5minutes. As there are existing heritage norms and space requirement constraints, the
total figure of (133+53= 186) DFMDs cannot be satisfied. Similarly, baggage scanners have the same
constraints.

The space calculation for check in queue is as per LOS C, which is 1.35sqm.

Table 6.6: Space calculation for 9.00 o’clock; Source: Author

Evacuation & Egress Calculations

All the standards have been considered as per NBC. Considering the figures minimum 2 egress
required at Heritage node and Suburban node separately. The travel distance on the platform to a point
at which a means of egress route leaves, the platform shall not be more than 100m.

Enclosed Stairs in the means of egress shall be minimum1.2m wide. Capacity and travel speed shall
be computed at 0.555 people/ min-mm and 14.6m/min respectively.

Table 6.7: Evacuation & Egress Calculations: Source : Author

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All the planning calculations adhere to egress calculations as per NBC. The number of passengers per
minute, minimum door width from all the entrances is mentioned in the bellow table.

Table 6.8: Egress calculations for Suburban Node, Source: Author

Parking and drop off requirement for long distance passengers

The parking has been calculated for passengers of long-distance travel, as suburban passengers will
be mostly daily commuters travelling within the city hence, they won’t be using park and ride facility.
Parking for Long distance has been classified based on two types of users. First category is passengers
travelling via long distance trains for daily up and down, assumed that is only 8% of total passengers.
Second category is non-daily up down passengers, people travelling large distance and using long
distance train for single time in a day, i.e. 92% of passengers. For parking calculation higher number is
considered either of arrival or departure, at CSMT arrivals passenger count is higher i.e. 21,350
passengers in peak hour.

Modal split for both daily up down and non-daily up down passengers using long distance trains are
different. Daily up down passengers will use park and ride facility whereas passengers using Long
distance will not be using park and ride facility hence self-driven mode is considered only for daily up
down passengers.

Modal split share for daily up down passengers is shown in table below, where occupancy is the number
of people sharing one vehicle and turnover is the number of times one parking bay is used in an hour
or day.
Mode Modal Split: unit Occupancy Turnover unit
Daily Up-Down (drop off)

Car drop offs 18% Peak hour 1.2 20 Peak hour

Taxi/cab 27% Peak hour 1.5 20 Peak hour
Bus (private) 15% Peak hour 35 8 Peak hour
other PT (Sub urban 30% Peak hour Peak hour
+Metro)
Table 6.9: Modal split share for drop off- Daily up down passengers

Mode Modal Split: unit occupancy Turnover unit

Daily Up-Down (parking)
Self-Driven Cars 4% per day 1.5 2 per day
Self-Driven Two- 6% per day 1.1 2 per day
wheeler
Table 6.10: Modal split share for parking- Daily up down passengers

Modal split share for non-daily up down passenger using long distance facility once in a day is shown
in table below, where occupancy is the number of people sharing one vehicle and turnover is the number
of times one parking bay is used in an hour or day.

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Mode Modal Split: unit Occupancy Turnover unit

Daily Up-Down (drop off)
Self-Driven Cars 0% per day 0 0 per day

Self-Driven Two- 0% per day 0 0 per day

wheeler
car drop offs 20% Peak hour 2.5 20 Peak hour
Taxi/cab 40% Peak hour 3 20 Peak hour
Bus (pvt) 20% Peak hour 35 14 Peak hour
other PT (Sub urban 20% Peak hour Peak hour
+Metro)
Table 6.11: Modal split share for drop off- For non- daily up down passengers

Mode Modal Split: unit Occupancy Turnover unit

Daily Up-Down (parking)
car 20% Peak hour 2.5 10 Peak hour
Taxi/cab 40% Peak hour 3 14 Peak hour
Table 6.12: Modal split share for parking for non-daily up down passengers

Based on modal split, parking requirement for passengers using long distance trains for daily up down
and non-daily up down passenger is shown in a table below. Drop off require for daily up down
passengers is, for car is 8 bays, taxi is 9 bays and bus is 1 bay. Parking requirement for daily up down
passengers is, for car is 137 bays and two-wheeler is 70 bays. Drop off require for non-daily up down
passengers using long distance facility, for cars 47 bays, taxi 79 bays and bus 5 bays. Parking required
for non-daily up down passengers using long distance facility, for cars 28 bays and taxi is 34 bays.
Parking Requirement for Long Distance (LD) passengers

LD Passenger load
Arrivals Departures

TOTAL Passenger per 128000 85500

day
TOTAL Peak hour 12800 8550
Passengers

Note: parking is calculated for higher number, at CSMT arrival is

higher.
Bifurcation of passengers as per use
Arrivals Category Percentage Arrivals per day Arrivals in
peak
Daily up/down 8% 10240 1024
passengers
Long distance 92% 117760 11776
passengers
Daily up down passenger using long distance trains- Drop off requirement
Mode Modal Split: unit Occupancy Turnover unit Drop off
Daily Up-Down (drop off)

car drop offs 18% Peak hour 1.2 20 Peak hour 8

Taxi/cab 27% Peak hour 1.5 20 Peak hour 9
Bus (private) 15% Peak hour 35 8 Peak hour 1
other PT (Sub 30% Peak hour Peak hour
urban +Metro)

Total 17

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Daily up down passenger using long distance trains- Parking requirement

Mode Modal Split: unit occupancy Turnover unit Parking
Daily Up-Down (parking)

Self-Driven Cars 4% per day 1.5 2 per day 137

Self-Driven Two- 6% per day 1.1 2 per day 70
wheeler

Total 206
Non-daily up down passenger- drop off requirement
Mode Modal Split: unit Occupancy Turnover unit Drop off
Daily Up-Down (drop off)

Self-Driven Cars 0% per day 0 0 per day

Self-Driven Two- 0% per day 0 0 per day

wheeler
car drop offs 20% Peak hour 2.5 20 Peak hour 47
Taxi/cab 40% Peak hour 3 20 Peak hour 79
Bus (pvt) 20% Peak hour 35 14 Peak hour 5
other PT (Sub 20% Peak hour Peak hour
urban +Metro)
Total 130
Non-daily up down passenger parking requirement
Mode Modal Split: unit Occupancy Turnover unit Parking
Daily Up-Down (parking) (assumed
30% will
park)
car 20% Peak hour 2.5 10 Peak hour 28
Taxi/cab 40% Peak hour 3 14 Peak hour 34
Total 62
Total Drop off 148
Requirement
Total Parking 268
Requirement

Table 6.13: Parking and drop off requirement for long distance passengers

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6.2 Structure
The following codes and standards are referred and followed to develop the structural schematic design
of the elements.

Loads

IS 875 (Part 1) - Code of Practice for Design Loads (Other than Earthquake) for Building
1987 and Structures - Part 1 - Dead Loads - Unit Weights of Buildings Materials
and Stored Material.

IS 875 (Part 2) - Code of Practice for Design Loads (Other than Earthquake) for Building
1987 and Structures - Part 2 - Imposed loads

IS 875 (Part 3) - Code of Practice for Design Loads (Other than Earthquake) for Buildings
2015 and Structures – Part 3 - Wind Load.

IS 875 (Part 5) - Code of Practice for Design Loads (Other than Earthquake) for Buildings
1987 and Structures – Part 5 - Special Loads and Load Combinations

IS: 1893 - 2016 Criteria for earthquake resistant design of structures

IS 456 - 2000 Plain and Reinforced Concrete - Code of practice

SP16 Design Aids for Reinforced Concrete to IS 456

SP34 Handbook on Concrete Reinforcement & Detailing

IS 13920: 2016 Ductile Design and Detailing of Reinforced Concrete Structures subjected
to Seismic Forces – Code of Practice

IS 3370 Code of Practice for Concrete Structures for the Storage of Liquids

Foundation Design

IS 1904 Code of practice for design & construction foundations in Soil: General
Requirements

IS 2950 Code of Practice for Design and Construction of Raft Foundation (Part –
1)

IS 2974 Code of practice for design & construction of machine foundation

IS 800: 2007 Code of Practice for General Construction in Steel

IS 1786 Specification for High Strength Deformed Steel Bars and Wires for
Concrete Reinforcement

NBC 2016 National Building Code of India - 2016

IRS (Steel Indian Standard Code of Practice for the Design of Steel or Wrought Iron
Bridge Code) Bridges carrying Rail, Road or Pedestrian Traffic, Research Designs and
Standards Organisation.

Bridge Rules Rules Specifying the Loads for Design of Superstructure and substructure
of Bridges and for Assessment of the Strength of Existing Bridges

IRS Concrete Indian Railway Standard Code of Practice for Plain, Reinforced and
Bridge Code Prestressed Concrete for General Bridge Construction

Table 6.14: Standards for structural design

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In addition to this, Technical Aid to Indian Railways Schedule of Dimensions, the document providing
dimensions concerning to rolling stock and infrastructure, temporary and permanent structures are
referred.
The column locations are placed keeping in view of the norms as detailed in Technical Aid to Indian
Railways schedule of dimensions (Broad Gauge) Chapter 2 dedicated specially to Station Yards. Some
of the clauses related to this are highlighted below.

2.3 Platform: Horizontal distance from centre of track to the face (track side edge) of-

SL Item Description Minimum Maximum Ch Item

2.3.1 Passenger and goods platform coping 1670 mm 1680 mm II 3 (i)

and
(ii)

Note: The coping of passengers platform must be so constructed that when

necessary, to allow for introduction of wider stock it can be easily and
expeditiously set back to 105mm from centre of track (see diagram no.2)

2.3.2 Any platform wall 1675 mm 1905 mm II 3 (iii)

SL Item Description Minimum Ch Item

2.7 Buildings & Structures: II Note

of 8/
{Note: A pillar or column which covers more than 3716 sq.cm. in plan, must be 8A
classed as “building” and ot as “isolated structure”}

2.7.1 Horizontal distance of any building/ structure on a passenger platform from 7(a)
centre line of track-

2.7.1.1 From platform level to 305mm above platform level 5180mm increasing 7(a)
uniformly to 5330 mm (i)

2.7.1.2 From 305mm above platform level to 3430mm above 5330mm 7(a)
rail level (ii)

2.7.1.3 From 3430mm above real level to 4115mm above rail 5330 mm decreasing 7(a)
level (for “existing works”) uniformly to 3810mm (iii)
(1) &
& (2)
From 3430mmabove rail level to 4160mm above rail
level (for “new works” and “alteration to existing
works”)

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Note: i) For the return end of platform fencing, these dimensions may be reduced to 2740mm.

ii) Isolated structures are covered in item 2.7.4 below.

Table 6.15: Codes for Temporary and Permanent structures

Source: Indian Standard schedule of dimensions

SL Item Description Minimum Recommended Ch Item

2.7.2 Horizontal distance of any building 6830mm 12130 mm II 7 (b)

or longitudinal boundary fence from
centre line of track of passenger (i)
which is not on island platform for
& (ii)
New or Alt to existing works

SL Item Description Minimum Ch Item

2.7.3 Horizontal distance of longitudinal boundary fence at ‘D’, 5330 mm II 7 (B)

‘E’ and ‘F’ category stations (subject to stipulation that if note
any pucca construction of building / structure is done in (c)
future, provisions of item 2.7.2 shall be followed)

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Note:

(a) Recommended dimension allows for setting back the platform to make room for an additional
track in future, without infringing minimum dimensions.

(b) Item 2.7.2 shall also apply to buildings and isolated structures, not readily removable, erected
or ground over which it is anticipated that a platform maybe extended in future.

2.7.4 Horizontal distance from centre line of track to a pillar, column, lamp or II 8
similar isolated structure on a passenger platform or any building on a
goods platform-

2.7.4.1 From platform level to 305mm above platform level 4570mm II 8 (i)
increasing
uniformly to
4720mm

2.7.4.2 From 305mm above platform level to 3705mm above rail 4720mm II 8 (ii)
level

2.7.4.3 From 3705mm above rail level to 4115mm above rail 4720mm II 8 (iii)
level (for “existing works”) & From 3705mm above rail decreasing (a) &
level to 4610mm above rail level (for “new works” and uniformly to (b)
“alteration to existing works”) 3810mm

2.7.5 Minimum horizontal distance from centre line of track to a pillar, column, II 8A
lamp or similar isolated structure on a goods platform-

2.7.5.1 From platform level to 305mm above platform level 3960mm II 8A(i)
increasing
uniformly to
4110mm

2.7.5.2 From 305mm above platform level to 3980mm above rail 4110 mm II 8A(ii)
level (a) &
(ii)
(b)

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2.7.5.3 From 3980mm above rail level to 4115mm above rail 4110mm II 8A
level in case of existing works decreasing (iii)
uniformly to (a)
3810mm

2.7.5.4 From 3980mm above rail level to 4310mm above rail 4110mm II 8A
level in case of “new works” or “alteration to existing (ii)
works” (b)

2.7.5.5 From 4310mm above rail level to 4610mm above rail 4110mm 8A
level in case of “new works” or “alteration to existing decreasing (iii)
works” uniformly to (b)
3810mm

2.8 Height of Head Structures above rail level in a passsenger station II

2.8.1 Of tie rods or any continuous covering 9

2.8.1.1 For a width of 1600mm on either side of the centre of 6250 mm

track

2.8.1.2 For a width of 1320mm on either of centre of track on 6100 mm 9

lines rather than main lines where 25 kV AC electric Note
traction is not likely to be used or on the existing primary (1)
lines which are not likely to be electrified. and
(2)

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2.8.2 Of signal gantry or foot over bridge for a width of 1600 mm on either II
side of centre of track

2.8.2.1 Height above rail level 6250 mm 10

2.8.2.2 Height above rail level where D.C traction is in use or 5410 mm 10
likely to be used Note
(i)

2.8.2.3 Height above rail level on secondary lines where electric 4875 mm II 10
traction is not likely to be introduced. This also applies to Note
overhead piping arrangements parallel to track wherever (ii)
provided, which shall necessarily be changed over to the
ground hydrants when the section is electrified.

Table 6.16: Codes for Temporary and Permanent structures (continuation)

Source: Indian Standard schedule of dimensions

6.3 MEP- HVAC

Design standards
• National Building Code of India (NBC) 2016

• ASHRAE Handbooks.

o Fundamentals 2017

o Refrigeration 2018

o HVAC Applications 2019

o HVAC Systems and Equipment 2020

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• Air filters as per ASHRAE 52.2-2017 (method of testing general ventilation air cleaning devices
for removal efficiency by partial size).

• Indoor Air Quality as per ASHRAE 62.1-2019

• ASHRAE Standard 90.1 2019

• Duct construction standards as per relevant SMACNA standards

• National fire protection association NFPA

• National Electric Codes (NEC)

• Motors, cabling, wiring and accessories as per BIS Codes

A Climatic design data

1. Weather Conditions

Site Location Mumbai

Geographic Location 18.9 deg. N;72.82 deg. E
Altitude 11 m above mean sea level.
Table 6.17: Weather Conditions
Source: Author

2. Outdoor Design Conditions

Mumbai is on weather data files published by ISHRAE corresponding to 0.4 % annual cumulative
frequency of occurrence and are considered as follows:

• Summer DB (Dry Bulb) • 35.9 Deg.C (96.4 Deg. F)

• Monsoon WB (Wet Bulb) • 23 Deg.C (73.4 Deg. F)
• Winter DB (Dry Bulb) • 16.5 Deg.C (61.7 Deg. F)
Table 6.18: Outdoor Design Conditions
Source: Author

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3. Indoor Design Conditions

Area Design Temperature RH%

Office Building 22±1°C (72±2°F) Less than 60%

Conference & Meeting Room 22±1°C (72±2°F) Less than 60%

Waiting Area 22±1°C (72±2°F) Less than 60%

Enclosed Platform area 22±1°C (72±2°F) Less than 60%

Table 6.19: Indoor Design Conditions

Source: Author
Note: More areas are likely to be added on commencement of actual design.

B MECHANICAL VENTILATION DESIGN DATA

Toilet (Private) CPH

Toilet (Public) 10 ACPH

Stores 6 ACPH

AC Plant 20-25 ACPH

Kitchen 65 ACPH (Exhaust) & 60 ACPH (Fresh Air)

DG Room Air quantity is designed based on heat rejection from xx Nos. DG

sets and maximum allowable temperature rise of 10 deg. C over
ambient temperature.

Car Parking 6 (Normal Mode) / 12 (Fire Mode) ACPH Exhaust

6 (Normal Mode) / 12 (Fire Mode) - Fresh air makeup

Smoke exhaust in all 12 ACPH Exhaust

public area above
Ground 12 ACPH Make up air

Smoke Exhaust for areas 12 ACPH Exhaust

in Basement
12 ACPH Make up air

Lift well pressurization To be mechanically pressurized for maintaining 50 Pa

Lift lobby pressurization To be mechanical pressurized for maintaining 30 Pa.

Staircase Pressurization Cross Ventilation – If open, 2 Nos. of 0.5 sq.mt clear opening on
adjacent/opposite sides shall be provided on each landing in
addition to 0.5 sq.mt of opening on topmost level then mechanical
ventilation is not required.

Table 6.20: Design data for Mechanical ventilation

Source: Author

C WATER CHILLING MACHINE DESIGN CRITERIA

Performance rating of the water chilling machine shall be based on the following design parameters:

Temperature of chilled water entering chiller 56° F (13.33° C)

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Temperature of chilled water leaving chiller 44° F (6.67° C)

Fouling factor for chiller in FPS unit 0.0001 h.ft2oF / Btu

Temperature of condenser water entering condenser 90° F (32.22° C)

Temperature of condenser water leaving condenser 100° F (37.77° C)

Fouling factor for condenser in FPS unit 0.00025 h.ft2oF / Btu

Condenser inlet Temperature during heating mode of 122oF (50 oC)

Heat Pump

Table 6.21: Design criteria for Water Chilling Machine

Source: Author

D AIR HANDLING UNITS DESIGN CRITERIA

Maximum face velocity across MERV-8 & MERV-13 500 FPM

Maximum face velocity across cooling coils 500 FPM

Maximum fan outlet velocity 1800 FPM

Maximum fan speed for fans up to 300 mm dia. 1450 RPM

Maximum fan speed for fans above 300mm dia. 1000 RPM

Table 6.22: Design Criteria for Air Handling Unit

Source: Author

E CENTRIFUGAL FANS DESIGN CRITERIA

Maximum fan outlet velocity for Fans up to 450 mm 1800 FPM
dia.
Maximum fan outlet velocity for Fans above 450 mm 2300 FPM
dia.
Maximum fan speed for fans up to 450 mm dia. 1450 FPM
Maximum fan speed for fans above 450 mm dia. 1000 RPM
Table 6.23: Design Criteria for Centrifugal fans
Source: Author

F DUCT DESIGN CRITERIA

Maximum flow velocity in ducts for air conditioning 1500 FPM
Maximum flow velocity in ducts for ventilation in 1500-2500 FPM
pump room, boiler
Maximum friction 0.1-inch WG/100 ft run
Table 6.24: Design Criteria for Duct Design
Source: Author

G VENTILATION FANS DESIGN CRITERIA

Maximum fan outlet velocity for fan up to 450 mm 1800 FPM
dia
Maximum fan outlet velocity for fan above 450 mm 2400 FPM
dia
Maximum fan speed for fans up to 450 mm dia. 1450 FPM
Maximum fan speed for fans above 450 mm dia. 1000 RPM
Table 6.25: Design Criteria for Ventilation fans
Source: Author

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H FILTERATION DESIGN CRITERIA

Recirculated air (mixed fresh & return Washable synthetic type air filters having MERV 8
air) at air handling units. (90% efficiency down to 10 microns) & MERV 13 filters
(99% efficiency down to 3 microns)
Table 6.26: Design Criteria for filtration
Source: Author

I Estimated Air Conditioning load

1. Ground Floor

Office for Typical floor:

S. Space Air-Conditioned Dehumidified Equipment Selection

No. Area (Sq. Ft.) CFM
1 Office 1 54000 100000 25000 cfm X 4 no’s AHU
2 Office 2 11590 21000 21000 cfm x 1 no AHU
3 Office 3 11590 21000 21000 cfm x 1 no AHU

4 Office 4 54000 100000 25000 cfm X 4 no’s AHU

5 Office 5 19600 36000 18000 cfm x 2 no’s AHU
6 Office 6 19600 36000 18000 cfm x 2 no’s AHU
7 Office 7 19600 36000 18000 cfm x 2 no’s AHU
8 Office 8 19600 36000 18000 cfm x 2 no’s AHU

9 Office 9 12400 23000 23000 cfm x 1 no AHU

10 Office 10 13337 25000 25000 cfm x 1 no AHU

Table 6.27: Estimated AC load for Ground floor- Office for Typical floor
Source: Author

Retail:

S. Space Air-Conditioned TR Equipment Selection

No. Area (Sq. Ft.)
1 Retail 500 3 TR 3 TR DUCTABLE UNIT
2 Retail 215 1.5 TR 1.5 TR SPLIT AC X 14 NOS
3 Retail 138 1 TR 1 TR SPLIT AC X 4 NOS
Table 6.28: Estimated AC load for Ground floor- Retail
Source: Author

2. First Floor

Office for New Building:

S. Space Air-Conditioned Dehumidified Equipment Selection

No. Area (Sq. Ft.) CFM
1 Office 47000 90000 30000 cfm X 3 no’s AHU
Table 6.29: Estimated AC load for First floor- Office for New building
Source: Author

Retail:

S. Space Air-Conditioned TR Equipment Selection

No. Area (Sq. Ft.)

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1 Retail 138 1.5 TR 1 TR SPLIT AC X 17 NOS

2 ATM 100 1 TR 1 TR SPLIT AC X 2 NOS
Table 6.30: Estimated AC load for First floor- Retail
Source: Author

Retail:

S. Space Air-Conditioned TR Equipment Selection

No. Area (Sq. Ft.)
1 Food Court 6000 20 TR 20 TR AHU
Table 6.31: Estimated AC load for First floor- Retail
Source: Author

3. Second Floor:

Office for New Building

S. Space Air-Conditioned Dehumidified Equipment Selection

No. Area (Sq. Ft.) CFM
1 Retail/ 30200 30000 30000 cfm X 1 no AHU
Commercial
Table 6.32: Estimated AC load for Second floor- Office for new building
source: Author

Retail:

S. Space Air-Conditioned TR Equipment Selection

No. Area (Sq. Ft.)
1 Retail 138 1.5 TR 1.5 TR SPLIT AC X 17 NOS
2 Retail 100 1.TR 1 TR SPLIT AC X 7 NOS
3 ATM 100 1 TR 1 TR SPLIT AC X 2 NOS
Table 6.33: Estimated AC load for Second floor- Retail
source: Author

Office for New Building:

S. Space Air-Conditioned Dehumidified Equipment Selection

No. Area (Sq. Ft.) CFM
1 Office 47000 90000 30000 cfm X 3 no’s AHU
Table 6.34: Estimated AC load for Second floor- Office for new building
source: Author

4. Second Floor:

Railway office Commercial:

S. Space Air-Conditioned Dehumidified Equipment Selection

No. Area (Sq. Ft.) CFM
1 Retail/ 24000 28000 28000 cfm X 1 no AHU
Commercial
Table 6.35: Estimated AC load for Second floor- Railway Office Commercial
source: Author

Retail:

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S. Space Air-Conditioned TR Equipment Selection

No. Area (Sq. Ft.)
1 Retail 138 1.5 TR 1.5 TR SPLIT AC X 22 NOS
Table 6.36: Estimated AC load for Second floor- Retail
source: Author

Office for New Building:

S. Space Air-Conditioned Dehumidified Equipment Selection

No. Area (Sq. Ft.) CFM
1 Office 47000 90000 30000 cfm X 3 no’s AHU
Table 6.37: Estimated AC load for Second floor- Office for new building
source: Author

NAB for Railway Offices:

S. Space Air-Conditioned Dehumidified Equipment Selection

No. Area (Sq. Ft.) CFM
1 Office 40000 25000 21000 cfm X 3 nos AHU
Table 6.38: Estimated AC load for Second floor- NAB for Railway Office
source: Author

Description of Engineering Systems

A Mechanical Systems for Commercial offices

1. Central Chiller Plant.

The building is designed with a central chilled water plant to serve the entire development instead of
multiple smaller plants dedicated to each program area. The central plant solution offers the following
advantages over multiple smaller plans:

i. Space: One central location allows for a more efficient use of space, by having less duplicated
equipment in multiple locations.
ii. Cost: By consolidating equipment into a central place, there will be less duplication of the
primary and ancillary equipment need to support the chillers, and hence less cost.
iii. Efficiency: With larger equipment, higher voltages can be used which provides greater power
efficiency. Additionally, plant optimization can improve when there is a larger system available
provided is it designed with the appropriate run-down capacity.
iv. Maintenance: One central location allows for reduced maintenance costs. With less distributed
mechanical equipment, there is proportionally less equipment maintenance, resulting in less
expense and reduced maintenance staff.
v. Cooling Towers: Centrally located cooling towers can be located in one coordinated location,
saving spaces in the overall development.

2. Air Conditioning and Ventilation

vi. The commercial office tower will be served by 6 No. variable air volume air-handling units per
floor which combine filtration, fans and chilled water coils. The air handlers will be located within
dedicated plant room on the office floors to serve the floors themselves or in landlord area plant
rooms to serve the public areas of the office building.

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vii. The air handlers will be variable air volume type and will be complete with variable frequency
drives. All the air handling units will incorporate an a pre filter and MERV 13 rated filter, and
copper coil cooling coils with aluminium fins.
viii. The air handling units and distribution ductwork associated with the ventilation spaces will be
configured to reflect the tenant subdivision of the office floor plate. Note that the office is to be
finished as a shell a core space for the tenant to fit out. A conceptual design solution will be
developed to ensure the primary routing etc. if coordinated with the ceiling and building
structure but the detailed design will be undertaken by the tenant.

3. DX System Description

ix. Systems are designed and selected keeping in mind the nature of the building, the limited
space availability for accommodating all services equipment and operational flexibility for each
flat Owner.
x. For all air-conditioned spaces in each apartment, space provision shall be made for required
capacity indoor unit like Hi-wall and its outdoor unit. These indoor and the outdoor units would
be interconnected with refrigerant piping and cabling.
xi. This system will provide year-round thermal environmental for proposed structure considering
all the constraints. The outdoor units will be mounted on Service Slab / space allocated by
architect in open space available at every floor under custody of flat owner.
xii. Refrigerant pipes from outdoor unit to high wall indoor split units shall generally be routed along
the perimeter of walls or beam leading to the DX wall mounted high wall split unit. The
Condensate drainpipes provision shall be planned & will be routed to nearest drain point or up
to vertical stack provided for AC drain in nearest shaft.

Figure 6.1: Split AC Unit & Report

Source: Google

B Mechanical Systems for Commercial Retail

1. Variable Refrigerant Volume Control System (Option 1)

The air conditioning system shall consist of air cooled centralized outdoor unit comprising of multiple
scroll compressors for each area / apartment. All air-conditioned spaces in the building shall be provided

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with required capacity hi- wall type indoor unit. These indoor units shall be connected to outdoor units
through copper refrigerant pipe system. Compressor in the outdoor unit shall be connected to a variable
frequency drive whereby refrigerant flow through copper pipe shall be varied based on the AC load. The
outdoor unit shall have built-in energy efficiency features like capacity control, oil return operation
controls, intelligent defrost control and compressor control etc.

The indoor units shall be similar in operation and appearance as conventional indoor units of split units
and provide independent on-off control, temperature setting etc. The system shall provide considerable
(nearly 30%) energy saving over traditional air-conditioning system (consisting of split units) due to
following features:

Individual accurate temperature:

• Multiple compressors in outdoor unit (8 HP & Above) in conjunction with inverter drive
compressor to modulate refrigerant flow based on requirement.

• Minimizing heat transfer losses due to superior refrigerant piping system with eco-friendly
Refrigerant.

Figure 6.2: Variable Refrigerant Volume Control System (Option 1)

Source: Google

C Mechanical Ventilation for Basement (PPL)

As defined in the National Building Code of India 2016, mechanical ventilation for Basement car parking
shall be designed to permit 6 ACPH for normal ventilation and 12 ACPH in case of fire. The system
shall comprise of ductless ventilation system i.e. multiple ceiling hung jet fans keeping in view the
following:

• Avoid low level ducting to maximize car parking spaces and avoid damage to services by
Vehicles.

• Prevent build-up of exhaust emission from vehicles by providing adequate ventilation

• Good air movement to ensure good environment.

• Smoke control in the event of a fire.

• Reduced operating costs by using co-sensors so that fans are operated as and when required.

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shall operate. And in case of fire same fan will run with double speed to cater the additional
6ACH. In case of fire these additional fans shall get actuated and draw the air from the car park
and discharge independently alongside the main Axial fan. The shaft receiving the exhaust
from both fans shall be sized for 12 ACPH for Basement.

1. Plant Room Ventilation

Underground plant rooms shall be provided with mechanical ventilation. The system shall consist of
tube axial fans for supply & exhaust air.

2. Staircase / Lift Pressurization

All staircases above ground floor have been provided with open windows hence, staircase
pressurization is not required. All staircases below ground has been provided with staircase
pressurization by supplying the air through supply air fans installed on ground floor. Lift wells shall be
provided with pressurization by supplying the air through supply air fans installed on roof top.

Figure 6.3: Axial Fan

Source: Google

3. Smoke Management

The smoke management exhaust system detailed within this detailed design report is based on a
maximum smoke zone of approximately 6000m2. Each zone has its own dedicated smoke exhaust fan
and make up air system.

A demand ventilation (using CO monitoring) is been employed, which would reduce energy
consumption on car park ventilation systems. A smoke control using 18 air changes/hour is being
proposed. Lobby lift pressurization will be provided.

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6.4 MEP- Electrical

Design Standards
The following standards and codes shall be followed during the design of the Electrical services:

• National Building Code of India – 2016

• Energy Conservation Building Codes 2017
• Relevant codes of Bureau of Indian Standards
• Institute of Electrical & Electronic Engineers (Design Handbook)
• NFPA 101, Life safety code
• NEC, National Electric Code of India
• Indian Electrical Act
• Indian Electrical Rule
• CIBSE Lighting Design
• Applicable Indian Standards (IS)
• Local By – laws
• Manual for Standards & Specification for Railway Stations

Electric Supply Characteristic

Three different Voltage Levels are specified in this project and they are as follows:

• High Voltage (HV) : 22 KV,50 Hz,3 Phase ,3 wires

• Low Voltage (LV): 240/415V, ±10%, 50 Hz, 3 phase, 4 wire, solidly earthed.
• Extra Low Voltage (ELV): Low current 5V/12V/24V unless otherwise indicated.

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Electrical load calculation sheet

REDEVELOPMENT OF
CSMT, MUMBAI
ELECTRICAL LOAD
CALCULATION SHEET-

Sr. Description Total Total Lighting Small Lightin Small HVAC Total Diversit Total
No. Built Built Load Power g Load Power Load ( Connected y Factor Maximum
Up Up watt/Sq.ft watt/ (KW) ( KW) KW) Load( KW) Load(KW)
Area Area Sq.ft
(Sqm) (Sq.Ft)
1 New construction

1.1 New Building Proposed

at South Side (Heritage
side)
i Ground Floor
1,187 12,772 1.00 2.00 12.77 25.54 70.00 108.32 0.80 86.65
ii 1st Floor
3,640 39,166 1.00 2.00 39.17 78.33 150.00 267.50 0.80 214.00
iii Food Court @ 1st Floor 60.00
599 6,445 1.20 2.00 7.73 12.89 60.00 0.80 48.00
iv 2nd Floor
4,182 44,995 1.00 2.00 44.99 89.99 150.00 284.98 0.80 227.99
v 3rd Floor
4,180 44,976 1.00 2.00 44.98 89.95 150.00 284.93 0.80 227.94
vi 4th Floor
4,322 46,505 1.00 2.00 46.50 93.01 150.00 289.51 0.80 231.61

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

vii Misc. (Other equipment

load) 120.00 0.80 96.00
Total
1,415.24 1,132.19
Total Connected Load 1,415.24 KW

Total Maximum Demand 1,132.19 KW

1.2 LD NODE (LD
CONCOURSE BUILDING)
i GROUND FLOOR
(ARRIVAL DEPARTURE 3,590 38,628 1.00 2.00 38.63 77.26 120 235.89 0.80 188.71
PLAZA)
ii FIRST FLOOR (ARRIVAL
CONCOURSE LEVEL) 3,126 33,636 1.00 2.00 33.64 67.27 150.00 250.91 0.80 200.73
iii SECOND FLOOR
(DEPARTURE 7,056 75,923 1.00 2.00 75.92 151.85 150.00 377.77 0.80 302.21
CONCOURSE LEVEL)
above tracks
iv SECOND FLOOR
(DEPARTURE 4,050 43,578 1.00 2.00 43.58 87.16 120.00 250.73 0.80 200.59
CONCOURSE LEVEL)
above land
v THIRD FLOOR
(HARBOUR 3,826 41,168 1.00 2.00 41.17 82.34 50.00 173.50 0.80 138.80
CONCOURSE)
above tracks
vi THIRD FLOOR
(HARBOUR 4,272 45,967 1.00 2.00 45.97 91.93 120.00 257.90 0.80 206.32
CONCOURSE)
above land

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

vii Misc ( Other Equipments

Load) 150.00 0.80 120.00
Total
1,696.70 1,357.36
Total Connected Load 1,696.70 KW
Total Maximum Demand 1,357.36 KW
1.3 LD NODE (RETAIL
/COMMERCIAL WING)
i GROUND FLOOR - Station
side 306 3,290 1.00 2.00 3.29 6.58 13 23.03 0.80 18.43
ii GROUND FLOOR -
P'Dmello side 3,980 42,825 1.00 2.00 42.82 85.65 171 299.77 0.80 239.82
iii FIRST FLOOR
1,285 13,823 1.00 2.00 13.82 27.65 55 96.76 0.80 77.41
iv FIRST FLOOR - P'Dmello
side 2,519 27,104 1.00 2.00 27.10 54.21 108 189.73 0.80 151.78
v SECOND FLOOR
2,891 31,102 1.00 2.00 31.10 62.20 124 217.71 0.80 174.17
vi SECOND FLOOR -
P'Dmello side 4,839 52,068 1.00 2.00 52.07 104.14 208 364.47 0.80 291.58
vii THIRD FLOOR above drop
off 2,607 28,046 1.00 2.00 28.05 56.09 112 196.32 0.80 157.06
viii THIRD FLOOR - P'Dmello
side 4,839 52,068 1.00 2.00 52.07 104.14 208 364.47 0.80 291.58
ix Third floor retail above
concourse level 3,292 35,420 1.00 2.00 35.42 70.84 142 247.94 0.80 198.35
x Misc ( Other Equipments
Load) 150.00 0.80 120.00
Total
2,150.22 1,720.18

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Total Connected KW
Load 2,150.22
Total Maximum KW
Demand 1,720.18
1.4 Combined Basement For
LD Concourse Building
At Retail Wing
i B1 171.60
14,208 152,87 0.23 0.50 35.16 76.44 60.00 0.80 137.28
8
ii B2 171.60
14,208 152,87 0.23 0.50 35.16 76.44 60.00 0.80 137.28
8
iii Misc ( Other Equipments 200.00
Load) 0.80 160.00
Total 543.20
434.56
Total Connected KW
Load 543.20
Total Maximum KW
Demand 434.56
1.5 Sub Urban Node
5.00
i Concourse floor area + 274.37
9.2 level 6,641 71,457 1.00 2.00 71.46 142.91 60.00 0.80 219.50
ii Concourse Retail + 9.2 120.33
level 1,869 20,110 1.00 2.00 20.11 40.22 60.00 0.80 96.27
iii Retail floor + 15.77m level 352.26
4,717 50,755 1.00 2.00 50.75 101.51 200.0 0.80 281.81
0
Total 746.97
597.57

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Total Connected Load 746.97 KW

Total Maximum Demand 597.57 KW

1.6 Proposed FOB

i FOB 1a (extension of FOB

1) floor area 820.00 8,823 0.23 0.80 2.03 7.06 20.00 29.09 0.80 23.27
ii FOB 2a (extension of FOB
2) floor area 313.00 3,368 0.23 0.80 0.77 2.69 20.00 23.47 0.80 18.78
iii FOB 3 floor area (@ 9.2m 119.54
connecting LD & Suburban 6,275.0 67,519 0.23 0.80 15.53 54.02 50.00 0.80 95.64
Concourse) 0
iv FOB 4 floor area (FOB at 340.00
15.77m with retail 6,282.0 67,594 0.23 0.80 15.55 54.08 270.3 0.80 272.00
provision) 0 8
v FOB 5 floor area
(connecting Crawford 1,722.0 18,529 0.23 0.80 4.26 14.82 70.00 89.08 0.80 71.27
market) 0
vi FOB for Parcel movement
at the end of the long 476.00 5,122 0.23 0.80 1.18 4.10 70.00 75.28 0.80 60.22
distance platforms.
60meter length with 6 m
wide
Total 676.46
541.17
Total Connected KW
Load 676.46
Total Maximum KW
Demand 541.17
Table 6.39: Electrical load calculation
Source: Author

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

6.5 MEP- Public Health Engineering

Design Standards

National Building Code of India Part IX, September 2005

Codes & Design Guidelines:

Relevant BIS standard

American Society of Plumbing Engineers (ASPE) Design Data Book Volume I to IV

Uniform Plumbing Code of India 2008 Edition

Energy Conservation Building Code 2008 Edition

NFPA 13 (SPRINKLERS)

Table 6.40: Reference standards for PHE system

Design Considerations and Basic Assumptions for Water Demand Calculation:

Water requirement per capita per day

1 For Fixed Population

1.1 Domestic Water 20 Ltrs. As per NBC 2005

1.2 Flushing Water 25 Ltrs. As per NBC 2005

1.3 Total 45 Ltrs. As per NBC 2005

2 Visitors & Floating Population

2.1 Domestic Water 5 Ltrs. As per NBC 2005

2.2 Flushing Water 10 Ltrs. As per NBC 2005

2.3 Total 15 Ltrs. As per NBC 2005

3 Fire Fighting As per NBC 2005

3.1 As per Ordinary Hazardous area 2 hrs. water storage As per TAC Manual
Table 6.41: Design consideration and assumption for water demand calculation

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Water demand calculations

Water is required to meet the requirement of domestic, flushing, gardening, kitchen, kiosk areas etc.
The requirement of water (domestic and flushing) demand as below:

Water consumption data for LD Terminal:

WATER DEMAND CALCULATION FOR WASHING & CLEANING

S DESCRIPTIO TOTAL COLD WATER REQUIREMENT GROSS % FLOW TO SEWER

. N POPUL WATER (INCORPORATING LOSSES)
N ATION Domestic Flushing REQUIR DOMESTIC FLUSHING TOTA
o (APPR (A) (B) EMENT L
. OX) (A+B)
LPCD LPD LP LPD LPD % LPD % LPD LPD
CD

1 Offices staff 200 20 200 25 5,000 5,200 8 4,250 100 200 4,450
Service 5 %
Building %
(Assumed 2%
of peak
passenger
capacity)
2 Passengers 9,700 15 145,500 10 97,000 242,500 8 82,450 100 145,500 227,95
(Without 5 % 0
bathing facility) %
3 Passengers 300 25 7,500 20 6,000 13,500 8 5,100 100 7,500 12,600
(With bathing 5 %
facility) %
(Assumed 3%
of peak
passenger
capacity)
TOTAL 145,700 102,000 247,700 8 86,700 100 145,700 232,40
5 % 0
%
TOTAL 146 102 248 87 146 232
(ROUNDING OFF
TO NEAREST)
(KL/DAY)
Municipal Water 248
Supply
Table 6.42: Water Demand Calculation for Washing & Cleaning
Source: Author

Assumptions:

A. Gross Water demand for office staff = 45 Lits per Day

B. Net Water Demand for Domestic Use = 25 Lits per Day

C. Net Water Demand for Flushing Use = 20 Lits per Day

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Water consumption data

Water consumption data for heritage buildings and DRM has been calculated below:

A Water consumption data for offices near heritage building:

Water Consumption Data Near Heritage Building

Water Requirement Cold Water Requirement Gross %Age Flow to Sewer

Water
S. Description Total Flushing Domestic Require Domestic Flushing Total
No. Popula ment
tion (A) (B)
(A+B+C)
(Appro
x.) LPCD LPD LP LPD LPD % LPD % LPD LPD
CD

1 Domestic Water

1.1 Office Staff 1800 25 4500 20 36000 81000 85 30600 100 45000 75600

2 Visitors 90 10 900 5 450 1350 85 383 100 900 1283

(All Shifts)

3 Food Court 10000 10000 8500 8500

& Rest

Total 45900 36450 82350 30983 45900 76883

Total (Rounding off to 46 36 82 31 46 77

nearest) (KL/Day)

LPCD – Litres per Capita per Day LPD – Litres per Day

Table 6.43: Water consumption data offices near Heritage Building

Source: Author

Legend:

LPD: Litres Per Day

LPCD: Litres Per Capita Per Day

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

B Water consumption data for DRM offices:

WATER REQUIREMENT

SL. DESCRIPTI TOTA COLD WATER GROSS %AGE FLOW TO SEWER

NO. ON L REQUIREMENT WATER
POPU FLUSHING DOMESTIC REQUI DOMESTI FLUSHING TOTA
LATIO REMEN C L
N (A) (B) T
(APP (A+B+C
ROX.) )
LPC LPD LPC LPD LPD % LPD % LPD LPD
D D
A DOMESTIC
WATER
1
1.1 OFFICE 2900 25 72500 20 58000 130500 8 49300 10 72500 12180
STAFF(DR 5 0 0
M Building)

2 VISITORS 145 10 1450 5 725 2175 8 616 10 1450 2066

(All Shifts) 5 0
TOTA 73950 58725 132675 49916 73950 12386
L 6
TOTA 74 59 133 50 74 124
L
(ROU
NDIN
G OFF
TO
NEAR
EST)
(KL/D
AY)
Table 6.44: Water consumption for DRM office

Legend:

LPD: Litres Per Day

LPCD: Litres Per Capita Per Day

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Generated from eOffice by HEMANT KUMAR, AM_TNDR(HK), AM_TNDR, RLDA on 31/12/2022 12:06 am
File No. RLDA/2022/SD/CSMT/2559 (Computer No. 3381588)
1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

CHAPTER 7:
DEVELOPMENT CONTROL NORMS

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7. DEVELOPMENT CONTROL NORMS

7.1 Introduction
The city of Mumbai is a rapidly growing city and to keep pace with its need of civic service & local
governance, the city has various types of planning regulations which are responsible for macro to micro-
level planning of different areas.

The station design at CSMT are guided by a set of listed development control norms that play an
important role in facilitating the physical development. In this chapter, these norms have been analysed
in detail to guide the proposed designs & facilitate the procedure of submission & approvals for the
project.

The guidelines & illustrations elaborated in this report cover key constraints and are not exhaustive to
cover all possible conditions. The respective codes shall be referred in detail to brace the proposed
design.

The following table identifies the applicable norms that have been covered in the report.

Site Applicable Norms/ Regulations

Development MSSR CRZ IRSDC NBC

control codes norms
regulation
(DCR) by
MCGM

CSMT - Chhatrapati X ✓ ✓ ✓ ✓
Shivaji Maharaj
Terminus

Table 7.1: Applicable norms; Source: Author

7.2 Development Control Regulations (DCR)

The Development Control & Promotion Regulations 2034 (DCPR) for Greater Mumbai guide the
creation of urban spaces in the city of Mumbai, ensuring an ideal development meeting international
standard. These regulations apply to building activity and development work in areas under the entire
jurisdiction of the Municipal Corporation of Greater Mumbai (MCGM). Regulations apply to all
development, redevelopment, erection and/ or re-erection of a building, change of user etc., as well as
to the design, construction, or reconstruction of, and additions, and alterations to a building.

As per PART II DEVELOPMENT PERMISSION of DCPR 2034, any construction for operational
purposes, including maintenance of operational structures, emergency/ essential staff quarters by
Railways, whether temporary or permanent, may be exempted from the purview of these Regulations,
except those relating to floor space index and fire precautions.

Considering this all operational development effort at CSMT are excluded from the requirement of a
development permission & commencement certificate as per DCPR. However, it may be noted that the
following construction at these sites shall not be deemed to be operational for the purpose of exemption
under the said regulations, namely:

• Residential buildings, commercial buildings, office buildings and industrial buildings (other than
gate lodges, essential operational staff quarters and the like), roads and drains, hospitals, clubs,
institutes, and schools in residential, commercial or industrial areas of the colonies of railways.
• Construction, installation, or any extension of any building in the case of any service other than
those mentioned in this Regulation.

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7.3 Coastal Regulatory Zone (CRZ)

General
India has an approximately 7500 km long coastal stretch that comprises of creeks, bays, seas, rivers
and backwaters that are affected by the tidal actions of up to 500 metres from the High Tide Line. The
extent of land between the Low Tide Line and the High Tide line are Coastal Regulation Zones (CRZ).
A notification was issued in February 1991, under the Environment Protection Act, 1986 for the
regulation of coastal area activities by the Ministry of Environment and Forests (MoEF). Under this
notification the Government of India notified Coastal Regulation Zones (CRZ) for the first time. As per
the notification, coastal areas are of four categories as CRZ-1, CRZ-2, CRZ-3 and CRZ-4. The latest
notification for CRZ was issued on January 18, 2019 which is in force till date.

Types of Coastal Regulation Zones:

• CRZ-I. These are ecologically sensitive areas which are essential in maintaining the ecosystem
of the coasts. These include national parks/marine parks, sanctuaries, reserve forests, wildlife
habitats, mangroves, and corals/coral reefs. These areas are situated between the high and
low tide lines.

• CRZ-II. The areas that have already developed up till the shoreline of the coast are included in
this zone. Construction of unauthorized structures is prohibited in this zone.

• CRZ-III: Rural and urban localities that are relatively undisturbed and do not belong to the first
two categories are included under CRZ-3. Only specific activities related to agriculture or some
public facilities are allowed in this zone. It includes areas within municipal limits or in legally
designated urban areas that are not substantially built-up.

• CRZ-IV: These areas include the coastal stretches in Lakshadweep, the Andaman and Nicobar
Islands and some other small islands, except those termed as CRZ-I, CRZ-II, or CRZ-III. These
areas reside in the aquatic region up to the territorial limits. Activities such as fishing and other
allied services are permitted in this zone. Releasing solid waste is prohibited on such land.

The Coastal regulation zone notification 2019 was issued to replace the 2011 notification and develop
the coastal region of the country in sustainable manner on scientific principles, keeping in view current
global problem of climate change and sea level rise. The notification of 2019 promotes the development
of tourism infrastructure in the coastal areas and streamlines the coastal regulation zone clearing
procedure. The Ministry of Environment forest and climate change will oversee the matter of CRZ
clearance only for CRZ-I & CRZ-IV, while for CRZ-II and CRZ-III the power of clearance has been
designated at state level

The site of CSMT falls partially under the CRZ-II, the details of which have been elaborated in further
sections.

CRZ II
The norms for regulation of development or construction activities permissible under the Coastal
regulation zone notification in CRZ-II are:

• Buildings shall be permitted only on the landward side of the existing road, or on the landward
side of existing authorized structures.

• Buildings permitted on the landward side of the existing and proposed roads or existing
authorized structures shall be subject to the existing local town and country planning regulations
including the ‘existing’ norms of floor space index or floor area ratio: provided that no permission
for construction of buildings shall be given on landward side of any new roads which are
constructed on the seaward side of an existing road:

• Reconstruction of authorized building to be permitted subject with the existing floor space index
or floor area ratio norms and without change in present use.

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• Facilities for receipt and storage of petroleum products and liquefied natural gas as specified
in annexure-ii appended to the CRZ notification and facilities for regasification of liquefied
natural gas subject to the conditions as mentioned in sub-paragraph (ii) of paragraph 3.

• Desalination plants and associated facilities.

• Storage of non-hazardous cargo, such as edible oil, fertilizers, and food grain in notified ports;
28

• Facilities for generating power by non-conventional power sources and associated facilities.

CRZ for Mumbai and the sites

Under clause 3.3 of the notification, the municipal limits of Greater Mumbai have been identified as
“area requiring special consideration”. Clause 10.3 explains two special considerations for Greater
Mumbai. The first is to preserve existing green spaces that are under CRZ-II in Greater Mumbai, and
the second makes a provision for establishing sewage treatment plants in CRZ-I by MCGM under
exceptional circumstances. All regulations identified under CRZ-II will be applicable for CSMT and Wadi
Bunder. Even though the entire parcel may not be falling under CRZ-II, for practical purposes, the
regulation will be applied to the whole parcel.

Under the CRZ-II regulation 5.2(ii), PD’Mello Road assumes importance as CSMT is on the landward
side of the road. Clause 5.2(iii) and (iv) in the notification highlight the importance of the master plan
and local regulations.

Approval under CRZ is typically sought after preparation of detailed design. The final plans are overlaid
on geo-referenced drawings that are examined by one of the agencies selected by the Ministry. The
detailed map is prepared by the agency is forms part of the approval documents.

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CRZ demarcation at CSMT

A part of CSMT site parallel to P D’Mello road falls under CRZ-II. The CRZ-II boundary passes
through the site as marked below.

Figure 7.1 CRZ Lines at CSMT site

Source: Sheet No. E43G13/NW, Map no. 72, Coastal Zone Management Plan

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7.4 Manual of Standards and Specifications for Railway (MSSR)

General
MSSR is a technical manual produced by the Land & Amenities Directorate; Railway Board (Ministry of
Railways) to be used for development of world class stations through Public Private Partnership. The
manual lays down a set of guidelines, standards, and specifications for the construction of new railway
stations or redevelopment of the existing stations to bring them up to the international standards in
terms of efficiency of operations and providing the comfort and convenience to passengers and the
stakeholders.

MSSR analysis for CSMT

The key aspects of MSSR that guide the proposed development work at CSMT are:

A Passenger Circulation
The key elements of the station’s normal passenger circulation system (excluding emergency egress)
are:

• Vertical Circulation Element (VCEs)

• Platforms

• Control Gates

• Passageways

• Ticketing

• Entrances/Exits

• Arrival and Departure Concourses

VCEs are the devices used to transport customers between different levels of the station. VCEs
comprise of elevators, escalators, and stairs (including emergency egress stairs). Capacity
requirements for VCE’s will be determined on a component by component basis. The most critical will
be the platform which is the basic unit of operation in the train station. General planning principles for
each type of VCE shall follow the following guidelines:

• Escalator/ Stair Pairs - Wherever feasible, stairs and escalators shall be provided side-by-side
to facilitate a choice in vertical travel.

• Elevators in Pairs – Unless infeasible on existing platform areas elevators shall be installed in
pairs side by side wherever they are used for public access.

• Adequate Capacity (Minimum Number of VCEs) -The minimum number of VCEs will be
determined by the level of service, given the forecast peak passenger design loads or
emergency egress requirements, whichever is most stringent. However, a single upward
escalator and stair pair will be considered as the minimum vertical circulation unit at any point
of vertical circulation.

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1. Staircase

Public stairs are intended for normal passenger circulation. All staircases shall be designed cognizant
of the passenger behaviour and traffic patterns of railway stations, to address all safety hazards &
optimisation of energy expenditure.

Staircase Level of Service

The following LOS performance standards shall be used for station planning:

• Stairs: LOS C
• Queuing areas: LOS C
• Capacity calculation for emergency egress as per NFPA

Staircase Application

Stairs shall be primary mode of circulation based on the following applications:

• Where the vertical rise between levels is less than 2.439 m

• Primary mode of vertical circulation for the downward movement of
customers where the vertical rise between levels is less than 6.097
m
• Stairs shall not be normal public access (as distinguished from
emergency egress) where the vertical rise between levels exceeds
10.975 m

Staircase Location

• Stairs shall be located along the normal and direct path of

passenger circulation and be visible and easily identifiable as
means of access to the levels they connect.
• Wherever feasible, stairs shall be paired with escalators to facilitate
efficient and economical passenger movement.

All the staircases shall follow the MSSR design parameters for width, queuing & runoff space, height
and run. Following shall be the broad design parameters for continuous flights of stairs for use by the
public:

Risers per flight 3 No (minimum) 12 No (maximum)

Height of riser (subject to pitch) 150 mm (maximum)

Length of tread (subject to pitch) 300 mm (minimum)

Stair width 1800mm or 3 lanes (minimum) for normal

movement of passengers.

1200mm or 2 lanes (minimum) for emergency

use of passengers.

Length of intermediate landings Lesser of 2000 mm or width of stairs.

Length of Flood Landing (entrances with stairs 2500 mm (minimum)

only)

Vertical Clearance 2700 mm (min.) measured from the finished step

level (on line of nosing) to underside of
suspended ceiling

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2350 mm (min.) measured from finished step

level to underside of signs.

Handrail 850 mm high, 50 mm diameter

45 mm clearance between handrail and inside

balustrade or wall finish.

Falls at entrance stairs Flood landings are to fall 1:100 towards the street
with side channels. Intermediate landings are to
fall towards the concourse.

Table 7.2: Staircase Design parameters

Source: Manual Standards and Specifications for Railway Stations, June 2009

All the staircases shall comply with the local regulations & shall be designed to follow the general
considerations for comfort, ease of use & maintenance.

2. Ramps

Ramps shall only be used for small changes in level or for use by wheelchairs and the following
gradients shall apply:

• Preferred gradient 1:20

• Maximum gradient 1:12

Ramps shall be a minimum width of 1200mm for unidirectional movement and 1500mm for bi-directional
movement. Rest platforms shall be considered for long ramps (exceeding 10m) provided for wheelchair
users. Rest platforms shall provide a level area 1800mm long at intervals of approximately 10m.
Capacity of ramp as defined in NFPA 130 as 0.0819 per millimetre per person per minute. Minimum
size of ramp is 0.914m.

3. Escalator

The proposed escalators shall be evenly distributed wherever possible along the whole length of the
station to avoid a concentration of passengers at a particular area. The clear distances for obstruction
free path of passengers shall be followed as per MSSR norms. Including the applicable MSSR norms
for landing free lengths and angles.

The escalator planning shall be based on the following broad parameters defined in MSSR.

Application

• Provide an escalator where the vertical path of travel exceeds 3.658 m.

• At least one path of vertical egress assisted by an escalator shall be available from any point
in the station in both directions.

Level of Service

• 1219 mm nominal (two-lane) escalator.

• Capacity: Approximately 90 persons per minute (escalator with capacity of 120 persons per
minute are regularly used in stations)

• Queuing areas: LOS C.

Location

• Escalators shall be located along the normal and direct path of passenger circulation and be
visible and easily identifiable as a means of access to the levels they connect.

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• Where feasible, escalators shall be paired with stairs, to facilitate efficient and economical
passenger movement.

Queuing and Runoff Space

• Provide a minimum of 9.146 mm of queuing and runoff space, as measured from the upper and
lower escalator working points, clear to any obstruction at the top and bottom of each escalator.

• Where escalators are located in sequence between levels and there are no pedestrian cross-
flows or other obstructions to customer movement (e.g., at intermediate landings independent
of intervening customer circulation elements), the required combined queuing and runoff space
may be reduced by 25%.

• The width of the queuing and runoff space shall correspond to the modular width of the
escalator.

• Street level condition, working point to curb 13.719 m minimum.

General Considerations

• Consideration shall be given to servicing and replacing escalators and escalator equipment
during station operations. Escalators shall be designed so that routine operations and
maintenance can be performed while minimizing any disruption of normal station operations.
Provisions shall be made for replacing the escalator treads, motors, trusses, drive mechanisms,
etc. as required after the effective life of the escalator.

• Escalators shall be positioned to minimize the obstruction of sight lines within the station.

• The footprint of escalators on platforms should be minimized.

• Escalator landings and approaches, including queuing area, shall be located on flat surfaces.

4. Elevator/ lifts

One elevator shall be required per accessible entrance which shall be designed to ADAAG 4.10 and
10.3.1(17). At least two elevators need to be provided along the accessible path between different levels
to ensure redundancy. Two guiding blocks shall be installed for persons with impaired vision 300 mm
away from the call button. The space should be indicated inside and outside the car using the universally
recognized symbol for wheelchair accessibility. A ring strap or other appropriate safety grip for
wheelchair users shall be installed to hold onto. Floor indicators on the elevator exteriors shall have
tactile/Braille signage.

Actual/ preferred location of elevators will be determined on a station-specific basis.

Elevator cabs will be sized to accommodate gurney (portable wheeled carrying cot for incapacitated
person).

The following design parameters as per MSSR shall be followed to facilitate initial station planning only.
All dimensions shall be adjusted to suit the sizes of equipment and maintenance requirements.

Width Internal car dimensions 1500mm

Depth 2500mm
Height 2300mm
Width Minimum car and landing 1100 mm clear (2 panels
Height opening opening)
2100 clear
Hydraulic & Traction Lift Headroom in lift well from 4400 minimum
top landing
Up or down Speed (fully loaded) From 0.6 to 1.0 m/s
depending on the depth of
the station box.

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Lift Speed Pit Depth

0.6 m/sec 1500 mm
1.0 m/sec 1900 mm
Minimum area Traction Lift 12 sqm per lift
Minimum width 2800 mm or 4200mm
Minimum height 2700 mm (2300 mm min
clear height under beams
or services etc.)
Dimensional requirements for a glazed lift may differ from the above. The Lift
designer/manufacturer shall be consulted for requirements related to a glazed lift shaft
and lift car.
Handrails of 45 mm to 50 mm outside diameter suitable for use by the disabled shall be
provided at the rear and sides of the car. They shall be mounted 850 mm above the car
floor and extend to within 150 mm of the corners
Landing and car control buttons shall be fixed within 900 mm to 1200 mm above the
landing or car floor. The distance from the front wall shall be at least 400 mm. Suitable
tactile indications, identifying the level shall be placed adjacent to the control buttons.
A 2-way communication panel shall be installed adjacent to the lift landings as call
points to enable the rapid and unambiguous identification of those levels with disabled
persons requiring evacuation.
Table 7.3: Minimum size for the Disabled / Casualty provision
Source: Manual Standards and Specifications for Railway Stations, June 2009

Lift Type

All lifts shall preferably be of the traction type, hydraulic lifts shall be used where the machine room
cannot be located directly above the lift shaft. The disabled lifts shall also comply with relevant statutory
design requirements on access for the disabled.

Emergency Doors

When the distance between consecutive landing doorsills exceeds 11 m, intermediate lift shaft
emergency doors shall be provided, so that the distance between sills is not more than 11 m. The
emergency doors shall preferably be identical to normal lift landing doors with the same clear height
and width. Otherwise, it shall have a minimum clear height of 1800 mm and a minimum clear width of
500 mm.

Application

Elevators shall be customer operated and not restricted during normal station operations. Elevators are
provided to assist the mobility impaired, as well as customers with baggage, packages, or who may be
otherwise burdened, and to provide an enhanced quality of general customer service, comfort and
convenience.

Elevators shall be placed to provide effective redundancy along the accessible path from the station
entrance to platform for customer convenience, and to maintain accessibility in the event of breakdown
or routine maintenance. Therefore:

• A minimum of two elevators shall be provided connecting the concourse area(s) to the
platform(s) in each station.

• Elevators shall be classified as a passenger/service type elevator, using the larger passenger
capacity criteria to determine the car’s rated load while designing for the appropriate freight-
type loading condition.

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Location

The criterion adopted for locating elevators is as follows:

• Accessibility: Elevators shall be conveniently located for all customers and facilitate access for
the mobility impaired and the disabled.

• Catchment area: Elevators to street level shall be located to serve the broadest possible portion
of the station’s catchment area.

• Inter-modal transfer: Elevators shall be located to provide convenient access to bus stops and
other modes of public transportation.

• Elevators shall be located as closely as possible to other VCEs (stairs and escalators) in the
station.

• Visibility: Elevators should be located to provide service along the normal path of passenger
travel and positioned to be easily identifiable to passengers with a minimum of signs. Elevators
shall be visible to security personnel, station staff, and the general public for security and
surveillance purposes. Shafts and cabs shall be transparent for maximum visibility of the cab
interior. Closed-circuit television (CCTV) surveillance shall be provided within the cabs and at
all waiting areas.

• Elevators shall be located in a consistent manner on the platform from station to station to
facilitate customer wayfinding and orientation. In general, elevators should be centred along
the length of the platform adjacent to the middle car(s) of the train.

• Elevators shall be located so as not to obstruct general passenger circulation or visually

obscure other VCEs along the path from concourse area to platform.

Size

Elevators shall be of a minimum size for emergency medical service, to accommodate a gurney and to
comply with all other Accessibility requirements. Consideration should also be given to local rider-ship
characteristics in selecting elevator sizes (e.g., passengers with baggage).

Queuing Space

• The elevator landing depth (the queuing and discharge space at the elevator door) shall be a
minimum clear distance to any obstruction equal to one and a half times the depth of the car or
3.048 m, whichever is greater, by the width of the elevator.

• Elevator landings shall be positioned so that the elevator queuing area does not impede general
circulation, is clearly visible and has adequate queuing space.

• Queuing space shall not overlap with other queuing areas from other VCEs, fare gates, stairs,
equipment, etc.

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Figure 7.2: Cross section of the Elevator and the Landing Area
Source: Manual Standards and Specifications for Railway Stations, June 2009

Level of Service

Elevator queuing shall follow LOS C.

Capacity

Based on NFPA 101 elevator capacity should be at least 8 with a minimum of .28m per person per cab
for establishing elevator capacity for evacuation of permitted spaces. Using these standards, a minimum
size elevator (1.5 by 2.5) will carry 13 passengers and move fully loaded at approximately 1 m per
second.

General Considerations

• Platform level elevators shall not open in the direction of the

platform edge.
• Consideration shall be given to servicing and replacing elevators
and elevator equipment during station operations. Elevators shall be
designed so that routine operations and maintenance can be easily
performed without disrupting normal station operations. Provisions
shall be made for replacing the elevator cab, motors, hydraulics,
drive mechanisms, etc., as required after their effective life.
• Elevators shall comply with Indian Disability Act and ADAAG for all
regulations on operation, controlling heights, and identification and
emergency communication while using a larger car as described.
• Escalator landings and approaches, including queuing areas, shall
be located flat surfaces

B Passenger Amenities
As per MSSR the station shall be provided with all the necessary as well as desirable amenities for the
customer/passenger as per MSSR guidelines. Amenities shall not be limited to the necessary ones,
such as public toilets, water points, rest rooms, availability of train information and enquiry counters.
They shall include retails, convenience stores, food courts, ATMs and the like. Amenities should be
distributed uniformly throughout the public space of the station, and not be concentrated particularly at
the entry/exit points where they will interfere with passenger movement. They should be arranged in
such a way to help in decentralizing of customer volume and facility maintenance. The design of the
Station shall allow maximum customer comfort and convenience. The Station design shall create a
comfortable, convenient, and attractive environment that attracts and retains customers.

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The design parameters considered to address the above requirements:

• The minimization of customer travel distances.

• The provision of pedestrian routes that are as logical and direct as possible;

• the provision of assisted locomotion (elevators, escalators, moving walkways) where

appropriate and feasible to speed customer flow and assist the mobility impaired or burdened
customers; and

• The provision of adequate customer amenities.

The Station shall be designed to enhance the aesthetic and environmental qualities of the path between
the station entrance and platform to assure transit customers a pleasant and positive travel experience.

1. Retail

The stations shall be provided with retail spaces uniformly distributed for customer’s convenience. The
retail spaces shall be strategically located to maximise revenue generation and an attempt shall be
made to capitalize on the available spaces wherever possible.

2. ATM

ATM’s for major commercial banks shall be designated in Paid as well as unpaid area as per MOR’s
directions. All ATM’s will be handicap accessible. Provide a queuing area at least 3.658 m deep outside
the zone of normal passenger circulation for customer queuing. Features would include:

• Preferred location against a wall or recessed, allowing easy access without interrupting the flow
of traffic. If they are recessed, flexibility should be provided for future upgrade.

• Have an inclined top surface if they are freestanding to prevent debris build up

• Located a minimum of 0.457 m away from a perpendicular wall to allow the front of the machine
to swing open for servicing

• Not be located against control gates or other access areas

• Not be located where they obstruct a clear line of view

• Located a minimum of 1.829 m from public telephones (to preserve privacy when conducting
electronic transaction).

• Have concealed conduit/cabling.

• Provide a maintenance space/chase for conduits.

• Height above finished floor level shall be maintained for ADA compliance.

3. Catering/ Take away food kiosks

Main food preparation facilities will be near the washing lines however the station will need to
accommodate the following:

• Provide on departure concourse a minimum of 4 food kiosks; 5.5 square meters in size for hot
take away, hot and cold food and beverage.

• Provide on departure concourse a 465 square meter food plaza with a with a 275 square meter
food preparation area.

• On the platform provide 6 catering stalls 5.5 square meters in size for through trains. End
platforms can have 5 stalls.

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4. Station Information Centre

Unmanned station information centre to be provided that would have information on route, local area
access and station map. Counter height should not be in excess of .85 m.

Station information centre (SIC) will be a large standalone static, well-lit fixed sign that will contain on
both sides the following:

• A route map noting location of station.

• A vicinity map noting location of station.

• A station map noting location of SIC.

• Notation of all intermodal connections.

This sign should be equipped with power and data connections to facilitate future additions of dynamic
information displays.

The Station Information Centre provides passengers with railway and vicinity maps, station map, and
other customer information.

Design and location of SIC’s shall be as follows:

• Width of sign shall be a minimum of 3.5 m wide.

• Sign shall start at 0.5 m from the floor and shall be at least 1.5 m high to the top of the map
area.

• The SIC shall have a continuous .25 m high strip providing identification information.

• It can be wall mounted or free standing in which case both sides will have the same information.

• A continuous fixture at the top shall down light entire sign.

• Construction shall be of incombustible material with a finished metal frame and map boards
shall be of enamelled metal or similar type finish on which to mount map information.

• SIC to have data and power infrastructure built into and concealed into the frame and available
to each of the three portions of the sign.

SIC’s shall be located within the station building at:

• In the unpaid part of the station near every entry area to the paid part of the station.

• In the departure and arrival concourses located in the vicinity of the platform access points no
more than 300 m apart.

• At each of the main exit points of the station including access to multimodal connections.

5. Tourist Information Booth

A tourist information booth shall be provided in the main entry area to the station. It shall be located at
a place where it would be easily visible from the main access to the station but out of the direction of
main passenger movement. Concessionaire shall obtain through the IE approval from MOR for the
actual number and configuration of tourist information booth. The features to include the following:

• Booth will be an open configuration free standing pavilion with a covered ceiling.

• Booth shall be a minimum of 3 m by 3 m with a .25 m counter going around entire booth.

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• Counter shall be 1 m from the floor.

• Open booth area shall extend 1 m from the counter.

• Booth shall be down lit by a fixture at the top.

• Construction shall be of incombustible material with a finished metal frame.

• Booth to have data and power infrastructure built into and concealed into the frame and
available to two sides.

6. Enquiry Counter

Interactive Inquiry centres (IIC’s) to be provided as the following guidelines. The IIC to be designed like
TVM’s except that they will issue only reserved tickets already paid for. They will not accept any form
of payment. They shall be provided throughout the station in both the paid and unpaid areas near ticket
booths and entry areas and on departure concourse. Concessionaire shall obtain through the IE
approval from MOR for the actual number and configuration of IIC’s.

Features will include:

• Train reservation information.

• Status of availability of reserved train seats

• Schedule of trains and train information status

• Station orientation information

• Multimodal connection information

• Any other type of information MOR at its discretion determines should be included.

• Connection to central MOR train information, and reserved ticketing systems.

7. Ticketing areas

The ticketing area at the station shall be well defined spatially and conveniently. Located out of the
mainstream traffic flow, ticket counters shall be easily accessible to passengers purchasing tickets or
requiring purchase related information. Booths are to be grouped together in continuous arrays the
proximity to the entry gates to the paid area and near the main train information display. Provide a
queuing area at least 7.621 m deep with ample space for queuing with luggage, clear to any obstruction,
outside the zone of normal passenger circulation and all other queuing areas, unless the need for a
lesser queuing area can be verified by passenger modelling. A set of dimensions and specific space
requirements for ticket booths is included in the annexures to the MSSR manual. It should serve as a
general guideline for developing the ticketing arrays. Concessionaire shall obtain through the IE
approval from MOR for the actual number and configuration of tickets/Inquiry booths. Features to
include:

• At least one window in each array shall be handicap accessible.

• The windows shall be located centrally for travellers’ convenience and in accordance with the
approved functions flow of the station.

• The windows should be so located that the circulation at the entrance or exit from the station
or the waiting hall is not affected by the queues in front of the Booking Windows. The length of
the queue can be estimated at the rate of .5m per person waiting in the queue.

• A standardized layout for the windows shall be as noted in 4.11 and shall be formulated on the
basis of the space requirements provided by MOR for specific stations.

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• Partitions between Passenger-Booking clerks shall be of safety glass with an opening for
intercommunication at heights as per the code requirements for both regular and handicap
accessible height.

• The Enquiry and Booking offices shall be lit according to the requirements of the Lighting
Section (refer Section 4.7.4 of MSSR, June 2009).

• At least one booth will be equipped with provisions for hearing impaired passengers (refer
section 4.3.2.9 of MSSR, June 2009).

• Booths shall be air conditioned.

8. Public Toilets

Each station shall have male and female public restrooms located in the paid and unpaid area. Minimum
fixture and facility requirements for these restrooms as per MSSR are as follows:

Men’s Restroom

• One accessible toilet

• One urinal

• Two lavatories with mirror(s)

• One infant changing table

Woman’s Restroom

• One accessible toilet

• One standard toilet

• Two lavatories with mirror(s)

• One infant changing table

Public restrooms shall be fully accessible. Toilet fixtures and urinals will be provided with partial-height
partitions for privacy. Toilets will be provided with doors and privacy latches. Doors will not be used at
restroom entrances. The entrance to each restroom shall be provided with a vestibule or other means
to block direct views into the restroom.

Handicap accessible public toilets will be provided in all public areas. The toilets shall be accessible
without passing through other toilet spaces. Toilet rooms for persons with special needs shall be
provided with an alarm linked to an outside light and to the Station Control Room, station staff will assist
when requested. Refer code (ADAAG/4.17-4.19 and NBC/D 3.7)

9. Drinking water fountain

Drinking fountains shall comply with Indian Disability Act 1995 / ADA requirements. Drinking water
should be filtered by RO process. Drinking water fountains should be preferably in high class chromium
plated stainless steel with water cooler housed in mild steel chamber or concrete chamber. Drinking
fountains shall be located in such a way that a passenger shall not need to travel more than 300m to
reach one. In addition, each type of waiting area or lounge shall have at least one water fountain. On
platforms there shall be a minimum of 2 water outlets located remotely firm each other to provide potable
water for through passengers.

The Concessionaire shall select the best option to provide high quality drinking water at all times. Water
supply for municipality shall be monitored to ensure potable water is provided at the station meets the
standard called for in this section. Concessionaire shall provide in-house water treatment systems at
the stations. The drinking water quality shall meet the potable water standards established by World
Health Organization (WHO) Guidelines for drinking Water ISBN 924 1546387 and the Indian Bureau of

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Standards IS 10500 - 1991. The same high-quality water can then be supplied on the trains, further
eliminating the need for storage of bottled water on the trains and disposal of the plastic bottles. The
Concessionaire shall meet the Packaged Water standards established by the Bureau of Standards, in
order to improve the customer faith and confidence in the water supplied at the Railway Stations, and
to eliminate the use of bottled water.

The Concessionaire shall perform daily water quality monitoring required under the Bureau of Standards
requirements and display the results of the monitoring for public viewing.

Water conservation measures shall be put into place to the maximum extent possible. The high quality
of drinking water and minimal water loss will be the hallmarks of the Indian Railways’ efforts to
modernize the Railways’ facilities to make the experience for its clients – the passengers – a memorable
one. A world-class railways station built using the guidance in this Manual will provide the Indian
Railways with that opportunity.

Water supply points should be scattered throughout the station in order for the passengers and staff to
fill their own containers, thus minimizing the need for disposal of plastic water bottles. Adequate number
of water taps shall be provided in conformance with the current Indian Railways Works Manuals for
Drinking Water Supplies at Railway Stations.

Strategies

1. Operations and Maintenance: O&M Plan to Address Proper Operation of Water Treatment
System, and for adequate monitoring of water quality

10. Currency exchange counter

A foreign currency exchange counter shall be provided in the unpaid part of the station located in
proximity to the ticket booths and tourist information booth. Its requirements shall be identical to the
ticket booths except that it will be a standalone both with only one secure entrance that can be locked.
Concessionaire shall obtain through the IE approval from MOR for the actual number and configuration
of foreign currency exchange booths. It will require one additional feature which is provision for posting
an electronic sign that has the currency exchange rates noted and visible on the outside of the booth.

C Railway & staff facilities

1. Administrative Areas

Station manager and staff, medical and health inspection staff and other designated staff will be housed
out of these spaces.

Location – near main station entrance and located to facilitate monitoring all station operations and be
easily accessible to station staff.

Features – Enclosed lighted and vented spaces by natural and mechanical means as appropriate;
Attached toilet facilities. Structure should be secure.

2. Staff lockers & Toilets

Station Staff includes all MOR staff both at the station and coach staff that requires temporary facilities
at the station, Concessionaire’s staff and any other government or private entity with staff assigned on
a full-time basis to the station. As part of the design of the station, an analysis will be prepared and
reviewed with MOR that determines the estimated extent and type of staff projected for the station
based on its projected capacity. MOR will approve staff assumptions for all staff under its direct
supervision which for the purposes of this manual includes all parcels and the Rail Mail Service (RMS)

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staff. Unless specifically proscribed elsewhere in this manual, staff facilities shall to the extent possible
be combined for efficiency and cost effectiveness.

Locker facilities will consist of locker rooms and toilets. There shall be separate locker rooms for males
and females in a proportion as determined in the staffing analysis and approved by MOR. One locker
for each of the station staff member should be provided.

The size of locker facility should be at par with the status and work requirement of the staff person.
Exclusive toilet / drinking water facility for the station staff with provisions as per the standards laid out
in IRWM, 2000. Showers are to be provided on a limited basis for train crews and their use shall be
limited to that particular staff group. Provisions should be made in the design for limiting the use of the
showers to designated staff.

Location – non-public areas

Features – Enclosed and vented spaces by natural and mechanical means as appropriate.

In addition, toilets for staff will be provided throughout the station non-public areas. At a minimum there
shall be one for each sex available at each platform and at all major station entrance support areas.

Water Closets (WCs) -

• Males – One for every 20 persons or part thereof

• Females - One for every 10 persons or part thereof

• 30% of total W/C should be European style

Ablution Taps - One in each water closet with special arrangement of hot / cold water.

Urinals -

• Nil up to 5 persons
• 1 for 6 to 15 persons
• 2 for 16 to 35 persons
• 3 for 36 to 60 persons
• 4 for 61 to 80 persons
• From 81 to 150 persons add @ 3.5%
• From 151 persons add @ 3.0%

Wash Basins - One for every 15 persons or part thereof

Drinking water fountain - One for every 75 persons with minimum of 2 at each floor

Cleaners Sink - Two per floor minimum preferably in or adjacent to sanitary rooms.

3. Staff refreshment room + Pantry

Space should be provided for station staff to take their meal breaks. Extent of space required will be
determined by the staffing analysis.

Location – non-public areas, near or adjacent to locker areas

Features – Enclosed lighted and vented spaces by natural and mechanical means as appropriate.
Space shall be equipped with limited kitchen type facilities (sinks, stoves, and storage) for
limited preparation and consumption of food.

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4. Station Cleaning

Station Cleaning involves the following:

• Collecting and disposal of garbage, including any construction debris generated from station
operations.

• Cleaning fare collection and fare collection facilities.

• Cleaning, sweeping, and washing (including removing graffiti) the interior of stations, including
platform areas, passageways, elevators, stairs, washrooms, toilets and related rooms and
enclosures.

This space provides for storage of any mechanical equipment required for the cleaning of the station
public areas including platforms, waiting areas and circulation spaces.

Location – in or adjacent to public areas.

Features – Enclosed, secure.

5. Station Storage

This space provides for storage of cleaning supplies. It will include liquids and dry goods and provisions
should be made for the appropriate separation of these products to ensure safe compatibility of the
stored materials.

Location – in non-public areas.

Features – Enclosed, fire rated, secure.

The station storage space shall include space for the following:

• Station Cleaner’s Storage Room. Function: Storage for wet cleaning supplies.

• Replacement and Spare parts. Function: Storing emergency spares for coaches and
locomotives

• Train lighting rooms. Function: Storage of supplies and equipment and staff rooms for train
lighting staff.

• Air Conditioning rooms. Function: Storage of materials and equipment and staff rooms for air
conditioning staff.

• Rolling stock Operation room. Function: Storage of materials and equipment and staff rooms
for rolling stock staff.

• Electrical General Services Room. Function; Storage of materials and equipment and staff
rooms for electrical general services staff.

• Shatabdi/Rajdhani/Specials operations and maintenance room. Function; Storage of materials

and staff rooms for staff to attend to Shatabdi, Rajdhani, and Specials.

• Janitor’s Closet. Function: Houses cleaning facilities for the station.

• Refuse Storage Room. Function: Stores collected refuse prior to disposal.

• Cleaning Equipment Room. Function: Contains storage area for floor mechanical cleaning
equipment to maintain station’s public areas and includes Janitor’s Closet.

• Staff Locker Room. Function: Contains toilet, shower, and locker facilities for station staff.

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• Staff Lunchroom. Function: Contains kitchen and lounge facilities for station staff.

6. Janitor’s Closet

Number of janitor’s closets will be determined by the design. There should be a minimum of one per
platform and one near each major station entrance.

Location – in public and non-public areas as required.

Features – Enclosed, plumbing.

D Security
1. Station security

These spaces are for the administration of the station security operations as well as the coordination of
railway security and local police and fire safety operations. It will house the Government Railway Police
(GRP), and the Railway Protection Force (RPF). Additional space, as approved by the MOR, will be
provided to serve as the staging or response area for the Emergency Preparedness staff(s). MOR will
provide a list of operational requirements to the Concessionaire for inclusion in the design. It will involve
monitoring of the CCTV system and all emergency and fire safety communications systems for the
station. In a large station additional security office may be required

Location – Near main station entrance, in large station a second security office may be required.

Features – Enclosed lighted and vented spaces by natural and mechanical means as appropriate; toilet
facilities. Structure should be secure, and fire rated with major communications installation.
Emergency power shall be required.

The station area and site which comprises the ingress and egress to the station need to be defined as
a separate distinct area within the overall station complex. Safety and security provisions shall be
included in design to address all sections of the separation of station operating area and the remainder
of the station complex. This should include above and below ground parking all pedestrian crossings
and any non-station structure directly adjacent to station operating area.

2. Station Site Perimeter Security

The border of the station operating area starting at the street where vehicular access is provided is
determined by the separation of the station area from the remainder of the station complex through the
exterior of the actual building structure to the border of the area where vehicular egress is provided to
the street. This shall be defined as the Station perimeter. Security provisions for the station perimeter
shall be as follows:

• Vehicular access – All vehicular access points shall have infrastructure provisions for CCTV
surveillance and automatic vehicle scanner installed underground at vehicle entry points and
connected to central control room for monitoring. Concessionaire agreement shall stipulate
where actual equipment will be installed.

• Station Entrance Protection – All station entrances pedestrian access ways that are adjacent
to vehicular pathways and must be provided with high security bollards with provision for
removal of bollards for access of emergency and service vehicles.

• Pedestrian access – All pedestrian access either from the street or the other exterior areas
sections of the station complex shall be designed as to permit barrier separation form the station
operating area in the event of an emergency. Concessionaire agreement shall stipulate whether
where and what actual equipment will be installed.

• Open areas – all other exterior areas shall be designed as to create physical separation of a
minimum of 1.5m high which will not permit vehicle passage between station operating area
and the rest of the station complex.

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• Co-located Structures – Any structure that shares a wall with the station structure or is on the
perimeter boundary shall have no opening into the station area. In the event that such an
opening is required an intrusion detection and alarm system integrated into to the station
security command centre shall be provided.

3. Path of Pedestrian Travel

Security provisions are required at each part of the passenger’s movement through the station.
Following are the features required at each juncture.

• Station Entrance – Provide CCTV camera with adequate resolution to permit use of facial
recognition technology at all station entrances with enough cameras to cover entire station
entrance area. Locate station information signage in such a way as to not result in passenger
queuing at entrance area.

• Paid Area – provide in each access point to paid area, infrastructure provisions for at least one
of the entrance gates to each access point in the direct area of passenger travel (not segregated
into separate area) with the following:

• CCTV camera with adequate resolution to permit use of facial recognition technology.

• Body scan machine

• Luggage scanning machine (i.e. x-ray scanner on conveyor)

• Entrance to paid area is to be configured so as to permit the operation of this security station
without impact on the movement of passengers at the other entrance gates. Concessionaire
agreement and appended technical schedules shall stipulate where and what actual equipment
will be installed.

4. Command Centre

The station shall be provided with a security command centre to be co-located with stationmaster’s
complex. It shall have a separate set of rooms as described below but may share support facilities for
staff such as lockers toilets and shower facilities with the station master’s staff.

• All surveillance, emergency communication systems, intrusion detection if applicable and any
other security feature provided in the station design that is not part of the fire command centre,
shall be routed to the security command centre.

• Command centre size will depend on the station capacity, size, and configuration. Following
are the lists of sample spaces that may comprise the command centre. Concessionaire
agreement shall stipulate what additional spaces and/or features for security centre will be
required at each station.

E Furniture & Equipment’s

1. Help-Point Intercoms

Help point intercoms (HPI) will be as designed for the Indian Railway System. Help point intercom shall
work on wireless system, which can be used in normal times as well as in emergency by MOR personnel
and by public. All data and communication shall be stored as required by Indian Railways.

2. Mobile/ Laptop charging Points

Mobile/ Laptop Charging Points should be located in all seating areas both in reserved/unreserved
areas.

3. Ticket vending machine

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Ticket vending machines (TVM) will, in addition to dispensing tickets, provide reservation information.
All TVM’s will be handicap accessible. Provide a queuing area of at least 3.658 m deep outside the
zone of normal passenger circulation in front of all TVMs and Ticket Vending Counters for customer
queuing. The information below should serve as a general guideline for location of the TVM’s.
Concessionaire shall obtain through the IE approval from MOR for the actual number and configuration
of TVM’s. Features will include:

• Preferred location against a wall or recessed, allowing easy access without interrupting the flow
of traffic. If they are recessed, flexibility should be provided for future upgrade.

• Have an inclined top surface if they are freestanding to prevent debris build up

• Located a minimum of .457 m away from a perpendicular wall to allow the front of the machine
to swing open for servicing.

• Not be located against control gates or other access areas

• Not be located where they obstruct a clear line of view

• Located a minimum of 1.829 m from public telephones (to preserve privacy when conducting
electronic transaction).

• Have concealed conduit/cabling.

• Provide a maintenance space/chase for conduits.

• Height above finished floor level shall be maintained for ADAAG/IDA compliance.

• TVMs shall be able to generate unreserved as well as reserved tickets, accept paper currency
and coins give refund of balance of fare amount, and accept credit/debit cards.

• Concealed power and data infrastructure shall be provided at each TVM location.

• Connection to central MOR train information and reserved & unreserved ticketing systems.

4. Control gates

Control gates shall be arrayed in groups at the major entrance areas to the paid section with the number
based on analysis of capacity and flow requirements. Dimensions and spacing or gates must provide
at a minimum for access of one customer with a large piece of luggage. Number of gates shall be as
required by capacity projection; gate size and configuration will require specific approval by MOR for
each station (Refer section 4.11.6.12 of MSSR, June 2009). Barriers shall extend to the height of
approximately 2.08 m above floor level that can be closed when not in use. Means should be provided
to prevent the visually impaired from walking into the closed gates. A set of dimensions and specific
space requirements for control gates is included in the annexures to the manual. It should serve as a
general guideline for developing the ticketing arrays.

Refer chapter 2 of KD3 report for passenger forecast report & control gates configuration calculation

Concessionaire shall obtain through the IE approval from MOR for the actual number and configuration
of control gates shall have the following features:

• Number of access and egress gates provided at each control area shall be adequate for
projected ridership and egress and safe evacuation during an emergency. Furthermore, egress
capacity in the event of an incident also needs to be considered for NFPA 101 compliance.

• Width large enough to permit person with luggage or with a trolley to pass through comfortably.

• At least on gate in each array shall be accessible by wheelchair.

• At least one gate in each array to be designed to accommodate full security check (luggage
scanning, personal scanning and CCTV).

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• Design should permit transparent view of paid area when gate is closed.

• Each array of control gates providing access to paid area shall have a number of gates provided
with power and data infrastructure as called or in the security schedule to the CA.

5. Baggage scanning

Enough space, power and data requirements should be provided by the concessionaire on basis of
peak seasonal passenger flow projected for design year. Number of baggage scanner should be
decided on basis of peak passenger load and railway security forces. Requirements for type, minimum
number and location of these machines will be part of the concessionaire’s agreement.

Refer chapter 2 of KD3 report for passenger forecast report & baggage scanner configuration
calculation.

6. Walk in scanning machines

As per the latest industry standards space requirement for Walk in Scanning machine should be at least
2.3(Height) x 0.9(Width) x 0.17 (Depth). Station design should conform to these dimensions while
locating Walk-in Scanning Machine as per the station requirement and should not hinder the passenger
circulation in anyway. Requirements for type, minimum number and location of these machines will be
part of the concessionaire’s agreement.

7. Food/ drink vending machines

In addition to seating the lounges shall also contain the following:

• Tables,

• Shelves

• Book/magazine racks

• Food/drink vending machines, etc.

All items to be incombustible of durable and easily maintainable fabrication designed to create a place
of comfort.

8. Walk in Scanning machine (DFMD)

9. Benches/ seats

The following MSSR guidelines for seating shall be followed:

General

• Seating shall be grouped in the designated waiting areas

• Seating requirement (no of seats) in the main waiting area shall be in accordance with the
passenger volume of the station.

• Seating shall be arranged with end tables

• Seating should be placed outside the paths of circulation, and should not block queuing or
otherwise obstruct passenger movement

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• Seating should be located near accessible elevators and entrances to assist elderly and
mobility impaired passengers.

Unreserved - Seating shall be located nearest to the entry area of the station in straight rows to achieve
the maximum density.

Seating shall be of standard modular design with the following attributes

• Flexible moulded incombustible individual seats fixed to support frame

• Scratch and stain resistant

• Support frame to be non-corroding metal fixed to the floor

• Easily maintainable (cleaning by traditional cleaning methods, hardware for easy removal and
replacement)

• Colour to be consistent in all seats all unreserved waiting areas

Reserved

• Seating should be located toward the area of concessions and amenities and be clearly distinct
from the other seating areas. Configuration should include seating in sections perpendicular to
each other.

• Seating shall be of standard modular design with the same attributes of the unreserved seating;
however, colour should be different than for unreserved seating.

Platform

• Seating should be located parallel to track clear of coach door openings

• There shall be a minimum seating capacity of 100 at each platform

• Seating shall be of standard modular design with the following attributes:

• Flexible moulded incombustible grouped seats fixed to support frame

• Scratch and stain resistant

• Support frame to be non-corroding metal fixed to the floor

• Easily maintainable (cleaning by traditional cleaning methods, hardware for easy removal and
replacement)

• Colour to be consistent in all seats and all platforms

Lounges

• Seating shall be located within designated lounges in lounge type configuration.

• Seating shall be of standard modular design with the following attributes:

• Comfortable upholstered incombustible seats in standalone single and multiple units

• Scratch and stain resistant

• Furniture frame should be non-corroding metal fixed to the floor

• Easily maintainable (cleaning by traditional cleaning methods)

• Colour(s) to be consistent in all seats all similar lounge areas

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10. Recycling & Trash Receptables

Ensuring public awareness and stiff enforcement can result in proper and adequate solid waste
management system. To have world-class railway stations, the Concessionaire shall put in place an
integrated solid waste management program that complies with published and/or appropriate national
and local solid waste management requirements. The Program must allow for an effective management
of solid waste in a way that is protective of human health and the environment, while making the station
aesthetically more pleasing and acceptable to travellers and staff. The Program shall include:

• Segregating, (separate collectors for paper, plastics and other recyclable waste streams)
storing, transporting, recycling, treating, and disposing of solid waste.

• Storage shall be reduced where applicable by the use of solar compactors.

• Incentives for solid waste reduction and for use of recycled and environmentally
friendly/preferable material

• Responsibilities for the different elements of the solid waste management program.

• Goals for future reduction in the rate of solid waste generated by using the 3R formula (Reduce,
Reuse, Recycle).

The numbers, sizes, and locations of receptacles for segregated solid waste would be in accordance
with the minimum requirements included in the Indian Railways Works Manuals, The Municipal Solid
Wastes (Management and Handling) Rules, 1999, Ministry Of Environment and Forests, Government
of India, and the information collected during the operation of the station. The frequency of waste
collection and final disposal would be decided upon consultation with the local waste management
agencies and on the availability of the resources and facilities.

Design

Recycling receptacles must be provided to enhance sustainability in the station design. Receptacles
shall be designed so that the top surface is not flat, in order to discourage customers from leaving trash
on top, rather than within the container. One Trash receptacle required for 200 sq.m. of area with volume
of at least 0.5 cu.m.

Location

Trash receptacles shall be strategically placed along expected customer circulation routes, allowing for
more effective usage. Trash receptacles should be placed near seating and concessions, for purposes
of customer convenience.

Method of Attachment

Trash receptacles should be securely fastened to the station structure at the floor, wall or columns.
Receptacles should either be mounted off-floor to provide cleaning access underneath units, or made
seamless with the floor in order to facilitate maintenance.

F Fixtures & fittings

1. Closed-Circuit Television (CCTV)

The station shall be provided with a centralized CCTV system distributed throughout the entire station

Coverage - Cameras will be covering all operating areas and will include but not be limited to:

• All Vehicular ingress and egress.

• All main pedestrian entry and egress points to station structure (including multi-modal
connections whether at, above or below ground level.

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• All main entry points to paid area.

• On main concourse in all areas cameras will not be more than 100m from any point.

• On all platforms in all areas cameras will not be more than 100m from any point.

System

Cameras should have adequate resolution to get clear facial images at 100m and system shall be
compatible with current facial recognition technology. All cameras should be connected to central
command centre and displayed on zoned multi-screen CRT’s, that cycle their respective zones in
intervals of not more than 30 seconds. Camera infrastructure should provide for central notification and
location when unit is not operational.

2. PA/CIS

Public address (PA) systems are a series of speakers located throughout public areas that can carry
recorded and real-time announcements produced on site or at a central location. PA systems shall have
the capability to be activated through the Integrated Passenger Information System (IPIS), composed
of PA and Variable Message Signs (VMS) systems at each platform. The system provides for scheduled
announcements, manually selected announcements, and ad-hoc announcements. PA (audio) and VMS
(visual) announcements are synchronized. Train arrival announcements are automatically generated,
based on current locations of trains as determined by the IPIS system.

Following are standards and guidelines for PA systems:

• Public address systems shall be provided throughout the station. The designer shall provide
sufficient conduit capacity to support a series of speakers located throughout public areas that
can carry recorded and real-time announcements produced on site or at a central location.

• The systems shall be heard throughout the entire waiting area. The systems shall have a
volume that exceeds the prevailing ambient sound by at least 15 decibels and exceeds any
maximum sound level with duration of 60 seconds by at least 5 decibels.

• Security personnel may also use the PA system to deal with potential criminal and security
situations. Employees, both on site and at a remote location, should be able to make
announcements over the public address system.

• Technology should be the latest available system already in similar applications in public area
use. Features of system should include:

• Main control range includes broadcast zones (signal source distribution). Broadcast priority
peripheral equipment control too.

• Screen operation and control designed; absolute intelligent zed English language operation
platform; visible menu and man-equipment dialog interface; easy to study and use it by simple
operation.

• 16-way digital audio stream trunk line to carry out synchronous broadcast on 16-way different
audio stream.

• Output capacity unlimited.

• All input/output ports (I/O) to be easily programmed and controlled to make the system scheme
and its function reallocation available; free combination of audio input/Output; discretional sub
area broadcast; the sub area can be easily programmed without change the connection.

• Automatic process control

• Interface to facilitate management by network.

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• Simultaneous control interface for intelligent zed alarm for discretional combination of areas,
which are triggered for fire prevention (for example; carry out emergent fire broadcast).

Technology must meet minim requirements for Public Address systems as per RDSO/SPN/TC/63/2006
of RDSO and RDSO’s specification RDSO/ SPN/ TC/ 61/2007 or the latest issue of same.

3. Internet services

For customer convenience, Station shall provide wireless Internet access (Wi-Fi) at stations. Wireless
transmitting and receiving devices (access points) require a power source and communications
backbone. Accordingly, conduits to provide power and communications to wireless access points should
be included in the facility design.

4. GPS Clock

Station Areas with Electronic display systems (Train information, Reservation status display boards etc.) will
have an integrated Digital Clock with GPS synchronization as per the Telecom Directorate specification
no RDSO/SPN/TC/62/2007. Remaining areas will have Analog clocks with GPS Synchronization (as
per Telecom Directorate specification no RDSO/SPN/TC/76/2008) where they are deemed appropriate
as per the station design.

5. Train information displays

This is a large electronic multi-colour display sign set above eye level for 120° view at a distance of
100m. The sign will have the following information:

• Train ID
• Train Route
• Arrival or departure information
• Track number
• Status
• Digital time display synchronized with all other station clocks

Display will be integrated to the MOR train information system. (Ref annexure 3: - RDSO specification
no RDSO/SPN/TC/67/2008)

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7.5 Heritage Norms

UNESCO Norms
Mumbai became the first city in the country to get a heritage legislation. Around 624 buildings were
listed as protected heritage structures by the state government legislation No. 67 in April 1995. Eight
different precincts were identified, Fort being the largest with 14 sub precincts. A multidisciplinary
committee was established known as Mumbai Heritage Conservation Committee (MHCC) to ensure
protection of heritage buildings. CSMT is listed under Grade-I, hence it gets the highest level of
protection. The Fort area has a height restriction of 24m on new buildings (with few exemptions) to
maintain the heritage character of the area. There is a restriction on amalgamation of properties and
road widening to ensure that the heritage character is maintained.

Figure 7.3: Buffer zone map

Source: UNESCO WH status nomination for CSMT -945rev doc., July 2004

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Buffer Zone 1 – comprises of area between railway lines in the North, Walchand Hirachand Marg in
the South, PD’Mello road in the east, and DN road in the west. The area measures approximately
17.5Ha. Zone-1 includes structures of heritage importance like General Post office (GPO) which is
grade-I heritage, Fort St. George hospital, grade-III heritage and Fragment of old fort, grade -I heritage.
The zone has been identified to protect CST from Haphazard insensitive developments.

Guidelines:

• No commercial activities are permissible. As per development plan 2034, the area along
PD’Mello road side has been earmarked for office use.

• Removal of all hoarding in this precinct. No new hoarding permissible.

• Greens open space is be retained; no cuttings of old trees allowed.

• Unified street furniture and signage required for this zone. This is to be designed by professional
designers and is to be approved by MHCC.

• Listed buildings require skilful repairs with respect to authenticity.

• Any development or construction in this Local Stake Holder Committees approval and then
MHCC.

Buffer Zone 2 – comprises of railway lines in the north and undeveloped land in the east abutting
PD’Mello road. The area measures approximately 25.6 hectares. Guidelines proposed are similar to
zone -1. Commercial and high-rise development to be avoided which may congest the area or obstruct
view of CST from distance or from any other location.

Buffer Zone 3: Consist of predominant institutional building with large open spaces which is the
essential character of this area.

Guidelines:

• The area has to be treated as Grade II inclusive of all modern buildings. Modification allowed
to modern buildings subject to approval of MHCC.

• No further development is permitted in this zone which can obstruct view of CST.

• Building heights are frozen as increase in height obstruct view to historic buildings.

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• Redevelopment proposals will be monitored and is allowed to only those building which are
weak in structure or dilapidated and as certified by MHCC will be allowed reconstruction.

• Any work on heritage building must be carried out by qualified and experienced conservation
professional.

• Amalgamation of plots and road widening is not allowed.

• Cess rules overriding the heritage rules not applicable in this area.

• Encroachment and development in open spaces is not allowed.

• No hoarding and billboards allowed.

• Dish antennas, transmission tower, new water tank, helipads etc., are not allowed on terraces
which fall in cone of vision of heritage building.

• Modification to modem structures allowed but use of modern materials like glass, aluminium
panels which stand in contrast to historic buildings are restricted and is subject to approval of
MHCC or national competition proved by Council of Architecture.

• No industrial or commercial activity allowed which can pollute or congest the area.

• All encroachments and illegal structure to be demolished.

(source: UNESCO WH status nomination for CSMT -945rev doc., July. 2004)

DCPR Mumbai 2034

DCPR Mumbai has guidelines for conservation of heritage. CSMT station is Grade-I heritage precinct
and the guidelines for Grade-I is below:

• An area delineated on plan by Municipal Commissioner in consultation with MHCC or area

within 100 metre radius shall be considered as the vista of Grade -I building.

• No alteration is permitted on interior and exterior. Intervention would be allowed for

strengthening and prolonging life of the structure. For this purpose, essential and minimum
changes will be allowed and must be accordance with the original.

• Repairs must follow conservation norms in accordance to comply standards of using similar or
look alike material.

• New development in Grade-I complex shall be permitted only if the development does not mar
the grandeur, view, scale and setting of main heritage structure. New development must be in
harmony with main heritage structure.

• Development (excluding repairs) in vista of main heritage, within 100 metre periphery or
delineated in plan must be regulated and controlled, ensuring it does not mar grandeur of
heritage.

• Heritage structure needs careful preservation. In case of world heritage site, the direction given
by government shall be applicable.

• Development permission shall be given by Commissioner in consultation with MHCC. Repairs

to existing structures in vista of main heritage shall be permissible without insisting NOC of
MHCC.
(source: Development Control and Promotion Regulation- 2034, Mumbai)

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7.6 IRSDC Guidebook

Guidebook for operationalizing National Transit Oriented Development (TOD) Policy for Railway Station
(Re)development.

The guidebook by IRSDC addresses its mission to develop/redevelop self-sustainable railway stations
in the country with high standards of safety & passenger comfort. IRSDC aims to set up detailed
systems for TOD project approvals, guidelines and performance standards for projects. The handbook
provides detailed design guidance for Station Area Master planning, with an aim to strategically enhance
the value of the precinct & restructure it as a new sustainable station.

The handbook demonstrates how the principles set out in the National TOD Policy apply to Railway
Stations and Railway Station Areas by the support of the following tools:

• PPP

• Safety & Security

• Universal Accessibility

• High Quality Transit System

• Technology Integration

• Right Size Infrastructure

• Green Buildings & Infrastructure

• Preserve & Create Open Spaces

• Land Value Capture

Sustainability Objectives
The handbook defines Objective & Approach for a Sustainable planning of railway stations by
undertaking the following measures.

• RESPONSIVE BUILT ENVIRONMENT: Creation of a climatically responsive, efficient and

spatially humane built environment.

• LOW CARBON TRANSPORT: Station planning to ensure a mobility transition towards

sustainable mode choices.

• GREEN ENERGY: Aim to reduce demand, manage resources efficiently and maximise use of
renewable sources.

• WORKING LANDSCAPE: Station planning to deliver multifunctional landscapes that help

manage storm water naturally, treat wastewater and create beautiful places.

• EFFICIENT WATER MANAGEMENT: Aim to reduce demand, manage resources efficiently and
maximise recycling and reuse.

• EFFICIENT SOLID MANAGEMENT: Aim to reduce waste generation, manage waste efficiently
and maximise recycling & reuse.

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Design Guidelines: Aiding value

The handbook promotes creation of value through Railway Station (Re)development by multiple
interdependent strategies across scales.

• Access & Circulation: The handbook promotes creation or reinforcement of direct linkages and
access to key existing destinations / hubs / zones of economic activity in the city, outside the
Station Area to capitalise on existing and potential synergies.
• Mixed Use Zoning: The guidelines mandate the design to enable flexibility in mix of various
possible uses to have a supporting social infrastructure & to create active zones at all times of
day. The development mix for the Station Area to be arrived at in consultation with real estate
experts.
• Multi-modal integration: The guidelines direct the station planning to achieve seamless integration
between modes at the Station & encouraging the use of public transport and enabling last mile
connectivity.
• Public Open spaces: The guidelines require the station planning to create high quality public
realm, encouraging active use public space where needs of all irrespective of gender, age, or
socioeconomic background are addressed.
• Parking: The guidelines direct the use parking as a demand management tool to ensure the value
of the public realm is not diminished by the parked car while providing limited yet high-turnover
well-managed parking through a Parking Management Zone

Sub-Plot Development Control Norms

The Sub-Plots for commercial development identified within the railway land will be developed on the
principles of the National Transit Oriented Development Policy.

Key Development Control Norms applicable to development of all such Sub-Plots:

• Permissibility of uses

All uses shall be permitted within the sub-plots with the exception of highly polluting and hazardous
industries and any other uses also designated as non-permissible by the State Govt./ local body. Mixing
of uses can be done within the same Sub-Plot and in the same building footprint provided compatibility
is ensured through suitable design measures.

• Maximum permissible Footprint Area

Within the Sub-Plots, footprint area shall be flexible subject to maximum permissible Built-up Area and
Height prescribed in the respective Buildable Volume Card/ Property Development Card.

• Facilities for persons with disabilities (Divyangjan)

All public spaces, roads, Green Public Open Spaces, parking areas, buildings, etc. within the Plot shall
have barrier free universal access as per Harmonised Guidelines and Space Standards for Barrier Free
Environment for Persons with Disability and Elderly Persons issued by the Ministry of Housing and
Urban Affairs

• Green Common Open Space

All Sub-Plots shall provide a minimum of 10% area as green open space for common use.

• Conservation of Trees

Efforts shall be made to cut minimum possible number of trees for the redevelopment. In addition,
transplantation of trees should also be planned wherever possible to save the trees

• Parking Standards
• Water conservation norms
• Public road/ pedestrian network norms

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• Parking Design Guidelines

Codes for Architectural Design of Commercial Assets

These Building codes are valid only for the Commercial Buildings being proposed on Sub-Plots
identified in the Railway Station Layout Plans. Except for Codes for Railway heritage Assets, these
codes do not apply to Railway Operational areas and Yard buildings

Green Building Codes for Commercial development on Railway Land

All buildings of various sizes of Sub-plots in Railway Land as per approved layout plan should comply
with these green building norms. These are not specific to any rating system and are not intended to
provide a single metric indication of overall building performance. These provisions allow the
practitioners to easily exercise their engineering judgment in holistically and objectively applying the
underlying principles of sustainability to a development or building facility, considering its functionality
and required comfort level.

GREEN BUILDING CODE

Provisions and Applicability

There are four mandatory provisions for green buildings applicable at the Layout level or Sub-Plot level
or both:

1. Water Conservation and Management

1. Solar Energy Utilization

2. Waste Management

3. Energy Efficiency

ENERGY CONSERVATION CODES

The purpose of these Energy Conservation codes is to provide minimum requirements for the energy-
efficient design, design of comfort systems and construction of buildings

Codes for Railway Heritage Assets

A significant number of Railway Stations, station areas, and other moveable and immoveable assets,
comprising both protected and unprotected heritage assets, have been earmarked for redevelopment
by IRSDC. Irrespective of the two protection statuses (protected/unprotected), IRSDC has defined its
own codes, assessment, and approval procedures for upgradation of historic stations and precincts.

RHA - Railway Stations and station areas are important heritage assets of cities and both are co-
evolving simultaneously. The Station building, ancillary buildings, supporting components, and
neighbouring roads and lands, together formed what can be generally called the Railway Precinct,
which here, are termed as the Railway Heritage Assets (RHA).

RHA CONSERVATION NORMS

The original design of the Station Area, the location, architectural form, and appearance of the proposed
design shall form the point of reference, be incorporated and demonstrated through proposed design.
Execution of an original intent shall be considered as upholding the integrity of design. This is critical
for heritage protection and conveying the significance of the RHA.

Compatible Design of extension or addition or alteration to RHA shall preserve the historic character &
be a part of the historic setting as a contemporary value-addition in design.

Locating a new construction by means of infill or extension or disconnected but within the historic station
area shall maintain an offset from the Building line of the Historic Station Building (HSB) to ensure that
the Historic Building or Feature remains in the foreground

The interventions defined under section 3.1.5 of codes for railway heritage assets shall not be permitted.

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All proposal for upgradation, modification, addition-alteration, extension, and new development
(attached or detached from) or development or redevelopment or engineering operation or repairs,
restoration including painting of the building, replacement of parts special features or plastering et al in
historic Station and Station Area shall be:

• assessed for its compatibility with properties of the RHA.

• compliant with the RHA Protection Plan and its State of Conservation.

• to maximize the longevity of distinctive materials, features, spaces, and spatial relationships
through treatment (including stabilization) and compatible continued use or reuse
• be a genuine requirement for extending life and functionality and a value addition

The codes include identifying, and rectifying incompatible and non-sympathetic additions, alterations,
extension, or any other intervention made during the lifecycle of use of a building shall be undertaken
to conserve the physical integrity of the structure, safety and comfort of the user and enhance building
performance and at times the visual appeal of the RHA.

Figure 7.4: CRZ map for CSMT site

Source: mczma.gov.in

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CHAPTER 8:
STRUCTURE DESIGN

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8. STRUCTURE DESIGN
8.1 Introduction
The redevelopment of station consists of construction of following structures that includes the
construction of concourse, Foot over-bridges, platform roofs and new structures as detailed below. In
addition to this renovation and retrofitting of existing structures would require for which detailed
investigation and tests such as NDT, ultrasonic tests needs to be done.

1. Concourse

a. Concourse – Suburban Node

b. Concourse – Long Distance Node

2. Long Distance Platform Roof

3. Foot Over Bridges

a. Double Level FOB with Retail (Connecting Suburban and Long-Distance Node)

b. Goods FOB

c. FOB connecting Market Area (Connecting Crawford Market to Platform)

d. Arrival FOB (North/south side)

4. Office Buildings

a. Heritage Node Building

b. Guest House Building

c. DRM Office Building

5. Glass Canopy (Access to Traffic Accounts Building)

The structural system and basic structural design criteria considered for the above structures are
presented in this chapter. It includes the selection of material, structural framing system proposed.

(Note: The pile foundation system proposed are generic in nature, the concessionaire need to carry out
fresh Geotech investigation for design of foundation system).

8.2 Concourse – Suburban Node

The structural system proposed for the concourse at Suburban node is metal deck system for floors
and light weight metal roof.

The structural design system proposed for the concourse is as detailed below:

1. Columns: Concrete filled steel columns, spanning between 15-20m along track and 20-25m
across the track.

2. Beams: Plate girders in primary and secondary direction.

3. Floor Slab: Metal deck slab spanning at 2.0 to 2.4m between secondary beams.

4. Roof: Light weight metal roof.

5. Foundation: Pile Foundation as per design. (Concessionaire to design the foundation system
by carrying out fresh Geotech Investigation).

The basic structural analysis is carried out in Etabs as shown in the figures below.

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Figure 8.1: Mathematical Model – Concourse – Suburban Node

Source: Etabs Analysis Model

Figure 8.2: Concourse Floor – Suburban Node

Source: Etabs Analysis Model

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Figure 8.3: Concourse Retail Floor – Suburban Node

Source: Etabs Analysis Model

Figure 8.4: Concourse Roof – Suburban Node

Source: Arch Design Intent

8.3 Concourse – Long Distance Node

The structural system proposed for the concourse at Suburban node is metal deck system and light
weight metal roof.

1. Columns: Concrete filled steel columns, spanning between 15-20m along track and 20-25m
across the track.

2. Beams: Plate girders in primary and secondary direction.

3. Floor Slab: Metal deck slab spanning at 2.0 to 2.4m between secondary steel beams.

4. Roof: Light weight metal roof.

5. Foundation: Pile Foundation as per design. (Concessionaire to design the foundation system
by carrying out fresh Geotech Investigation).

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The basic structural analysis is carried out in Etabs analysis software as shown in the figures below.

Figure 8.5: Mathematical Model – Concourse – Long Distance Node

Source: Etabs Analysis Model

Figure 8.6: Concourse Floor – Long Distance Node

Source: Etabs Analysis Model

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Figure 8.7: Concourse Floor – Long Distance Node

Source: Arch Design Intent

8.4 Long Distance Platform Roof

The long-distance platform is a steel structure with multi-span arched roof. The structural configuration
is as detailed below:

1. Columns: In structural steel. The columns are spanned at 15m centre-to-centre along the
platform and 35-45m in transverse direction.

2. Beams: Arch trussed girders with skylight.

3. Roof: Light weight metal roof.

4. Foundation: Pile foundation as per design

The mathematical model is developed for the critical bays as shown in the figures below.

Figure 8.8: Mathematical Model – Long Distance Platform Roof

Source: SAP Analysis Model

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Figure 8.9: Mathematical Model – Long Distance Platform Roof

Source: STAAD Analysis Model

Figure 8.10: Sectional View – Long Distance Platform Roof

Source: Arch Design Intent

8.5 Double Level FOB with Retail

The FOB with retail is a two-level Metal deck structure that connects the suburban and long-distance
node. It is covered with light weight metal roof at top. The structural details are as mentioned below.

1. Columns: Combination of Concrete filled tubes and RCC walls at first level. Second level and
above are steel columns. The columns span 15m along track and 25m in transverse direction.

2. Beams: Built up plate girders in primary and secondary direction.

3. Floor: Metal deck slab spanning at 2.0 to 2.4m between secondary steel beams.

4. Roof: Light weight metal roof resting on trusses spanned at 3m c/c at top

5. Foundation: Pile foundation as per design (Concessionaire to verify as per latest Geotech
report).

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The mathematical model is developed for the critical bays as shown in the figures below.

Figure 8.11: Mathematical Model – Double Level FOB

Source: STAAD Analysis Model

Figure 8.12: Model View – Double Level FOB

Source: Arch Design Intent

8.6 Goods FOB

It’s an internal pedestrian bridge used for Goods/ Parcel transport. It is covered with light weight metal
roof at top. The structural configuration is as mentioned below.

1. Columns: Structural Steel columns spanning in the range of 15-25m.

2. Beams: Built up plate girders.

3. Floor: Composite Metal Deck system supported on cross beams placed 2.0 – 2.5m c/c.

4. Roof: Light weight metal roof.

5. Foundation: Pile Foundation

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8.7 FOB Connecting Market Area

This FOB is connecting the Crawford Market to internal Platform. The FOB is a 50m long span
pedestrian bridge. The structural configuration is as mentioned below

1. Columns: Concrete Filled tubes spanning 50m.

2. Beams: Steel Truss – Vierendeel Girder.

3. Floor: Composite Metal Deck system supported on cross beams

4. Roof: Light weight metal roof.

5. Foundation: Pile Foundation

The analysis model developed for FOB to study the structural behaviour is shown below:

Figure 8.13: Mathematical Model – FOB Connecting Market Area

Source: STAAD Analysis Model

8.8 Arrival FOB

It’s an internal pedestrian FOB connecting between plaforms. The structural configuration is as
mentioned below

1. Columns: Concrete Filled tubes spanning in the range of 15-25m.

2. Beams: Built up plate girders.

3. Floor: Composite Metal Deck system supported on cross beams placed 2.0 – 2.5m c/c.

4. Roof: Light weight metal roof.

5. Foundation: Pile Foundation

The analysis model developed for FOB to study the structural behaviour is shown below:

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Figure 8.14: Mathematical Model – North Arrival FOB

Source: STAAD Analysis Model

Figure 8.15: Mathematical Model – South Arrival FOB

Source: STAAD Analysis Model

8.9 Heritage Node Building

It’s an RCC structure with two basements. The structural system proposed is RCC Flat plate system
with drop panels. The structural configuration is as mentioned below:

1. Lateral Force Resisting System: Special Moment Resisting Frames

2. Structural System – RCC Flat Plate system with Drop Panels

3. Columns: RCC Columns spanning in the range of 7m-9m.

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4. Retaining Walls – 400 – 500 mm thick retaining wall to cover the basement.

5. Beams: Peripheral Beams

6. Floor/ Roof: RCC Flat Plate 200/ 250 mm thick with 450 mm thick drop panels

7. Foundation: Raft Foundation

The analysis model developed to study the structural behaviour is shown below.

Figure 8.16: Structural Analysis Model – Heritage Node

Source: Etabs Analysis Model

Figure 8.17: Typical Level Framing Planl – Heritage Node

Source: Etabs Analysis Model

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8.10 Guest House Building

It’s an RCC structure with two basements. The structural system proposed is Normal Conventional RCC
Slab Beam System. The structural configuration is as mentioned below:

1. Lateral Force Resisting System: Special Moment Resisting Frames

2. Structural System – Normal Conventional RCC Slab Beam System

3. Columns: RCC Columns spanning in the range of 5m -7m.

4. Retaining Walls – 400 – 500 mm thick retaining wall to cover the basement.

5. Beams: RCC Beams

6. Floor/ Roof: Two-way slab

7. Foundation: Pile Foundation

The analysis model developed to study the structural behaviour is shown below.

Figure 8.18: Structural Analysis Model – Guest House Building

Source: Etabs Analysis Model

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Figure 8.19: Typical Level Framing Plan – Guest House Building

Source: Etabs Analysis Model

8.11 DRM Office Building

It’s an RCC structure with two basements. The structural system proposed is PT Flat Plate System with
Band Beams. The structural configuration is as mentioned below:

1. Lateral Force Resisting System: Shear Walls

2. Structural System – PT Flat Plate with Band Beams

3. Columns: RCC Columns spanning in the range of 12m-14m.

4. Retaining Walls – 400 – 500 mm thick retaining wall to cover the basement.

5. Beams: Peripheral PT Beams

6. Floor/ Roof: PT Flat Plate with Band Beams

7. Foundation: Raft Foundation

The analysis model developed to study the structural behaviour is shown below.

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Figure 8.20: Structural Analysis Model – DRM Office Building

Source: Etabs Analysis Model

Figure 8.21: Typical Level Framing Plan – DRM Office Building

Source: Etabs Analysis Model

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8.12 Glass Canopy

A glass canopy is proposed which is used as access to Traffic account building. The details are as
mentioned below:

1. Columns: In structural steel..

2. Beams: Portal frames used to fix glass panels.

3. Foundation: Isolated footings as per design (Concessionaire to verify as per latest Geotech
report). Schematic foundation layout will be detailed out in subsequent report.

Figure 8.22: heritage structures in the proposed pedestrian plaza

Source: Author

8.13 Strengthening of New Administrative Building (NAB)

The Ground and Second floor of existing New Administrative building will be used as access to
suburban node concourse. In addition to this, the lightweight metal roof needs to be connected with
NAB building towards platform no. 1. The structural feasibility of building needs to check for this access,
specifically existing RCC slab needs to be checked for deflections and any strengthening required due
to enhanced loads. Similarly, requirement of strengthening needs to be checked for columns, beams,
and foundations. NDT test needs to be performed.

Concessionaire needs to check the feasibility and design the strengthening works after studying the
existing design and drawings of building.

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CHAPTER 9:
MEP DESIGN

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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

9. MEP DESIGN
9.1 HVAC services
The assessment is generally based on the building engineering services requirements for existing
buildings.

This report includes the assessment of the following base building engineering services:

• Electrical services, including power provision

• Lighting and emergency lighting

• Plumbing & Firefighting services

• Mechanical services, including HVAC and BMS

The report is based on the following methodology:

• Review of the base building engineering information made available from the Manual of standards
and specifications of Railway station (Vol 1- Main Report) & (Vol 2- Annexures).

• Site visit’s and meetings held between AECOM and CSMT officials including data collected/ received
from CSMT officials.

Existing HVAC Services

The existing HVAC services at CSMT is planned to achieve the maximum use of natural ventilation
while maintain comfortable and consistent ambient temperature.

At the time of site visit and meeting held with CSMT officials, the following observation have been made:

• The existing HVAC system consists of dedicated DX split units and ventilation fans.

• Dedicated system would be required as part of newly developed areas such as offices, retail,
amenities, and AC lounge.

• Ground Floor: There is no centralised exhaust provision in the building for toilets. Existing toilets
ventilated by dedicated propeller fans which throws the exhaust air outside.

• Office space have dedicated one-two-one system for air conditioning.

Existing office area on 1st floor of NAB will need to be re-planned for HVAC because of the
reorganization of spaces in the station.

Following is the list of 11 TR Ductable AC units installed at CSMT. The AMC is under Krishna
Refrigeration:

Sr. No Site Location Make

1 GM 2nd Floor Meeting Room Voltas

2 GM 2nd Floor Meeting Room Voltas

3 Suburban Meeting Room Voltas

4 Suburban Meeting Room Voltas

5 Suburban Meeting Room Voltas

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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Sr. No Site Location Make

6 Suburban Meeting Room Voltas

7 Suburban Meeting Room Voltas

8 Suburban Meeting Room Voltas

Table 9-1: List of 11 TR Ductable AC units installed at CSMT

Source: AREP Report

Following is the list of 15 TR Ductable AC units installed at CSMT. The AMC under Krishna Refrigeration:

Sr. No Site Location Make

1 Main line Building AC Dormitory (Old) Blue Star

2 Main line Building AC Dormitory (Old) Blue Star

3 Main line Building AC Dormitory (Old) Blue Star

4 Main line Building AC Dormitory (Old) Blue Star

Table 9-2: List of 15 TR Ductable AC units installed at CSMT

Source: AREP Report

1. Suburban Platforms & Concourse

• The Platforms, concourse, and ticket booking counters of suburban trains are ventilated by ceiling
fans and air circulators.

• The Platforms are fully enclosed from the top and sides however, the area seems well ventilated
naturally during moderately windy days.

• During non-windy and humid days, ventilation is not adequate. This is due to the improper
distribution of fans and air circulators and limited quantity as compared to the area to be covered.

2. Long Distance Platforms

• The platforms of long-distance trains are covered from the top and open from the sides which helps
to achieve the natural ventilation on these platforms.

• When two trains are parked on both the tracks of the platform, natural ventilation is obstructed. The
ceiling fans and air circulators provided are not able to provide the required ventilation air. This is
because the quantity of both the types of fans is less and their distribution is not proper.

3. Air Conditioning System Design for Administrative Buildings:

• Air-conditioning systems, such as Window AC’s, Split & Packaged AC’s & Centralized AC’s, are
provided for specific areas as per requirements. Some of the centralized air-conditioning plants are
air cooled and remaining are water cooled.

• Water cooled air-conditioning plants have cooling towers for cooling the hot water coming from
compressor.

• Air handling units of these centralized plants are located at various places. The location wise
distribution of different air-conditioning units is given in the following table:

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Sr. Description Make Capacity Qty Total Years of Area’s severed

No (TR) (Nos) Capacity Installa-
(TR) tion

1 GM’s A.C. Plant Associate 25 3 75 1995c GM’s lunchroom

Engg. on ground floor
and GM’s meeting
room-1 on 2nd floor

2 A.C. plant next Associate 35 2 70 1999 Divisional control

to traction Engg. office
control room

3 EDP Centre Parry Engg. 40 2 80 1989 EDP Centre

4 A.C. Plant for Glacier 25 3 75 1976 Auditorium

Auditorium

5 RRI control Parry Engg. 50 2 100 1992 RRI Control Cabin

Tower

6 Passenger Voltas 114 4 456 --- Passenger

Reservation Reservation Halls,
Centre Plant Traction control
room and 3rd & 4th
floor of
CCM(PM)Building

Table 9-3: Existing plan Configuration

Source: AREP Report

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Site Photos of Existing Chiller Units

A Passenger Reservation Centre Plant

1. The chiller packages, chilled water pump sets, condenser water recirculation pump sets &
associated motor control centre (MCC) is located in the plant room within service block earmarked
for services. Cooling Towers are installed on the terrace of the same building.

2. Chilled water from chiller packages are pumped through insulated chilled water pipes running
horizontally and vertically.

3. The horizontal runs of chilled water pipes are installed in the suspended ceiling spaces and vertical
riser is running through shaft/s to various air handling unit rooms on different levels. Condenser
water pipes from cooling towers to & from water chilling machines are running within shaft.

4. Chillers are rated in accordance with rated parameters. They are designed, constructed, tested,
stamped and complete with safety devices in accordance with ANSI / ASHRAE 15-1989 Safety Code
and ASME code. The chiller is designed/ manufactured and tested in accordance with the applicable
portions of the latest revisions.

5. The chiller packages consist of centrifugal compressor with factory fitted VFD/ solid state soft starter,
squirrel cage induction motor, water cooled condenser, chiller, refrigerant piping, wiring and
automatic controls all mounted on a steel frame with all other accessories factory assembled and
tested in line with the latest ARI/ Euro vent Standards.

6. Centrifugal Compressor is single/ double stage, open/ semi-hermetic type, using Ozone compatible
R-134a/R-123 refrigerant. The compressor is designed for a noise level not exceeding 88 dBA as
per ARI-575 standard.

Figure 9.1: Chiller Plant at Passenger Reservation Center (Voltas make) – 120TR x 4nos
Source: Author

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Finalization of Master Plan and Feasibility
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and Associated Redevelopment/ Commercial
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Figure 9.2: Pump Room at Passenger Reservation Center

Source: Author

Figure 9.3: Panel Room at Passenger Reservation Center

Source: Author

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Finalization of Master Plan and Feasibility
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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Figure 9.4: Cooling Tower at terrace Passenger Reservation Center

Source: Author

B Chiller Plant for Auditorium

Figure 9.5: Chiller Plant at Auditorium – 25TR x 3no water cooled chiller (Voltas make)
Source: Author

Prepared for: Rail Land Development Authority AECOM

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Finalization of Master Plan and Feasibility
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and Associated Redevelopment/ Commercial
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Figure 9.6: Pump Room at Auditorium

Source: Author

Figure 9.7: Cooling Tower at Terrace of Auditorium

Source: Author

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Finalization of Master Plan and Feasibility
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and Associated Redevelopment/ Commercial
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C Chiller Plant for NAB Building -4th floor Server Room

Figure 9.8: Chiller Plant 25TR x 3nos water cooled chiller -Voltas make
Source: Author

Cooling Tower on Terrace

Installed cooling towers are induced draft type. The material of construction of enclosure/casing shall
be FRP and should be strong enough to withstand wind pressure. The casing shall be finished smoothly
to minimize air friction. Filling material shall be ultraviolet protected polyvinyl chloride (UPVC). Polyvinyl
chloride shall be laid in a ring type fill to achieve high heat transfer efficiency.

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Finalization of Master Plan and Feasibility
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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Water collection sump shall also be of FRP material and in single moulded construction to make the
sump leak proof.

Cooling tower shall comprise of a rotating type of water sprinkler in stainless steel construction to
achieve uniform water distribution over the honeycomb fill. A sealed type ball bearing shall be used to
perform this duty.

Fan shall be of lightweight, low speed and high efficiency axial flow fan. Fan shall be protected with a
fan guard. The entire assembly should be easily accessible for maintenance.

Cooling capacities of the cooling tower shall be computed from the measurements of water flow rate
and entering and leaving water and ambient air wet bulb temperature.

Figure 9.9: Cooling Tower on terrace of NAB

Source: Author

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AHU Room

AHU’s installed to supply filtered treated fresh air into various occupied spaces. The units completed
with Energy Recovery Wheels (ERW), active carbon filters, fine filters and Pre-filters.

Design Parameters for selection of air handling units and its components:

Maximum face velocity across filters 450 FPM

Maximum face velocity across coils 500 FPM

Maximum pressure drops across coils 15 feet

Maximum water velocity across coils 6 FPS

Maximum fan outlet velocity 2000 FPM

Maximum fan motor speed 1500 RPM

Table 9-4: Design Parameters for AHU

Source: Author

Figure 9.10: Inside AHU Room at NAB

Source: Author

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Finalization of Master Plan and Feasibility
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Figure 9.11: Inside AHU Room at NAB

Source: Author

Figure 9.12: Existing AHU Specifications at NAB

Source: Author

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Finalization of Master Plan and Feasibility
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and Associated Redevelopment/ Commercial
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D NAB office- VRF Units

1. Air distribution product

Figure 9.13: Air Distribution Diffuser at NAB

Source: Author

2. Individual AC Units Planned for every office meeting rooms and cabins

Figure 9.14: Individual cabins supplied by split AC units at NAB

Source: Author

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3. VRF Outdoor Unit: Blue Star Make: 20HP X 4 Nos

Figure 9.15: VRF Outdoor Unit at NAB

Source: Author

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Finalization of Master Plan and Feasibility
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Figure 9.16: AC plant Room Location

Source: AREP Report

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and Associated Redevelopment/ Commercial
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E Package Unit Summary

Sr. Description Make Capacity Qty Total Years of Area’s severed

No (TR) (Nos) Capacity Installat
(TR) ion

1 GM’s Bluestar 10 2 20 2007 Installed on Attic

Chamber over GM’s
Chamber

2 GM’s Allied 10 2 20 1988 Installed on Attic

Meeting Rm Engg. Terrace

3 HQ Control Allied 03 9 27 1980 Floor Mounted

Office Engg. multiple machines
installed in offices

4 FA & CAO Parry 05 3 15 ___

Conference Engg.
Room

5 CEE Meeting Associate 10 1 10 2000 Installed in a

room Engg. separate chamber
on the floor.

6 CEE Bluestar 05 1 05 ---- Ceiling Mounted

Computer
Room

7 Mainline F/L 02 2 10 ---- Floor Mounted

Booking Units
office
(Eastern
Side)

8 Suburban F/L 02 2 10 ---- Floor Mounted

booking Units
office (star
chamber)

Table 9-5: Package Unit Summary

Source: AREP Report

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Finalization of Master Plan and Feasibility
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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

F 1.5 TR Window’s Unit Summary

Sr. No Location Area Make

1 New Annex 2 nd fl. Sr. DME (Cog.) Voltas

2 New Annex 2 nd fl. DEE (TD) Videocon

3 New Annex 2 nd fl. Dy. DEN (T/Q) Amtrex

4 New Annex 3rd fl. Sr. DEN (S) Videocon

5 New Annex 3rd fl. Sr. DEN (NE) Videocon

6 New Annex 3rd fl. DEN (HQ) Videocon

7 New Annex 3rd fl. DEN(CSTM) BlueStar

8 New Annex 3rd fl. DEN (Bridge) Blue Star

9 New Annex 3rd fl. DEN Comp. Room Amtrex

10 New Annex 3 1/2 rd fl. DEN (HORT) Videocon

11 New Annex 3 1/2 rd fl. ADEN (works) Amtrex

12 New Annex 4 th fl. Sr. DFM HITACHI

13 New Annex 4 th fl. PA to Sr. DFM Videocon

14 New Annex 4 th fl. DFM - I Amtrex

15 New Annex 4 th fl. DFM - II Videocon

16 New Annex 4 th fl. Sr. Divi Audit office Videocon

17 New Annex 4 th fl. ADFM (THK) Videocon

18 New Annex5th Flr. ADFM (PC) Videocon

19 Annex Bldg. 2nd. fl. CWE LG

20 Annex Bldg. 2nd. fl. Sr. DPO Chamber Voltas

21 Annex Bldg. 2nd. fl. Sr. DPO Chamber Voltas

22 Annex Bldg. 2nd. fl. Sr. DPO Chamber Voltas

23 Parcel Bldg. 1st fl. DSTE Meeting Room Videocon

24 Parcel Bldg. 1st fl. DSTE Meeting Room Voltas

25 Parcel Bldg. 1st fl. DSTE (T) Videocon

26 Parcel Bldg. 1st fl. DSTE (S) Videocon

27 Parcel Bldg. 1st fl. DSTE (M/W) Videocon

28 Parcel Bldg. 3rd fl. Ad.CSC(SBI) Amtrex

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29 Parcel Bldg. 3rd fl. Ad. CSC (RPF) Amtrex

30 Parcel Bldg. 3rd fl. ASC Videocon

31 Parcel Bldg. 4th fl. O.R.H No 7 Voltas

32 Parcel Bldg. 4th fl. O.R.H No 8 Voltas

33 Parcel Bldg. 4th fl. O.R.H No 9 Voltas

34 Parcel Bldg. 4th fl. O.R.H No 10 Voltas

35 Parcel Bldg. 4th fl. O.R.H No 11 onida

36 Parcel Bldg. 4th fl. O.R.H No 12 onida

37 Parcel Bldg. 4th fl. O.R.H No 13 onida

38 Parcel Bldg. 4th fl. O.R.H No 14 onida

39 Parcel Bldg. 4th fl. O.R.H No 15 LG

40 Parcel Bldg. 4th fl. O.R.H No 16 LG

41 Parcel Bldg. 5th fl. O.R.H No 17 LG

42 Parcel Bldg. 5th fl. O.R.H No 18 LG

43 Parcel Bldg. 5th fl. O.R.H No 19 Videocon

44 Parcel Bldg. 5th fl. O.R.H No 20 Videocon

45 Parcel Bldg. 5th fl. O.R.H No 21 Videocon

46 Parcel Bldg. 5th fl. O.R.H No 22 onida

47 Parcel Bldg. 5th fl. O.R.H No 23 onida

48 NAB 1ST fl. AMM Videocon

49 NAB 1ST fl. R-120 Videocon

50 NAB 1ST fl. DY CMM/ M Videocon

51 NAB 1ST fl. DY CMM / CELLS Videocon

52 NAB 1ST fl. CONFIDENTIAL SECTION Videocon

53 NAB 2nd fl. DY COM/FS Videocon

54 NAB 2nd fl. PA TO CRM Videocon

55 NAB 2nd fl. CCM / FS Videocon

56 NAB 2nd fl. ACM/CATRING Videocon

57 NAB 2nd fl. FOTS/ CONTROL Videocon

58 NAB 2nd fl. CTI/ HQ Videocon

59 NAB 2nd fl. CCM/COMP. CELL Videocon

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60 NAB 2nd fl. CCM/COMP. CELL Videocon

61 NAB 3rd fl. SR AFA/I/C Videocon

62 NAB 3rd fl. AFA/CELLS-II Videocon

63 NAB 4rh fl. CAS &TRAFIC Videocon

64 NAB 4rh fl. EDPM /T Videocon

65 NAB 4rh fl. SR AFA Videocon

66 NAB 4rh fl. DY FA&CAO/IT Videocon

67 NAB 4rh fl. BACK-UP SERVER ROOM Videocon

68 NAB 4rh fl. MEETING ROOM Onida

69 NAB 4rh fl. MEETING ROOM Onida

70 NAB 4rh fl. MEETING ROOM Onida

71 NAB 4rh fl. MEETING ROOM Onida

72 NAB 4rh fl. MEETING ROOM Onida

73 NAB 4rh fl. MEETING ROOM Onida

74 NAB 4rh fl. MEETING ROOM Voltas

75 NAB 4rh fl. MEETING ROOM Voltas

76 NAB 4rh fl. YOGA ROOM Voltas

77 NAB 4rh fl. YOGA ROOM Voltas

78 NAB 5th fl. DY CSTE(C) Videocon

79 NAB 5th fl CSTE(C) COMP. ROOM Videocon

80 NAB 5th fl. PA TO DY FA&CAO(S&W) Videocon

81 NAB 6th fl. Sr. AFA (C-1) Onida

82 NAB 6th fl. Sr. AFA (C-1I) LG

83 NAB 6th fl. Sr. AFA (C-II1) LG

84 NAB 6th fl. Sr. AFA (C-1V) LG

85 NAB 6th fl. YOGA / LIBRARY ROOM LG

86 NAB 6th fl. Dy. FA & CAO (C- I) LG

87 NAB 6th fl. Sr. Audit Officer/HQ LG

88 NAB 6th fl. Sr. Audit Officer LG

89 NAB 6th fl. R-112 LG

90 NAB 6th fl. R-614 LG

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91 NAB 6th fl. Computer Room No 618 LG

93 NAB 6th fl. EXE/ENGG (C) LG

95 NAB 6th fl. EXE/ENGG (C)/ DESINE LG

96 NAB 6th fl. SMM (C-II) LG

97 NAB 6th fl. R-627 LG

98 NAB 6th fl. DESING CEII/ROOM-628 LG

99 NAB 6th fl. DESING CEII/ROOM-629 LG

100 NAB 6th fl. DY CE ( E-TP) LG

101 NAB 6th fl. R-630 LG

Table 9-6: 1.5TR Window Unit Summary

Source: Author

G 1.5 TR Split Unit Summary:

Sr. No Location Area Make

1 NAB GR FL SR DMO SANYO

2 NAB GR FL ADMO SANYO

3 NAB GR FL UTS, PF-1 SANYO

4 NAB GR FL UTS, PF-1 SANYO

5 PARCEL 1ST FL SR DSTE/WEST SANYO

6 PARCEL 1ST FL SR DSTE/CO SANYO

7 PARCEL 1ST FL SR DSTE/N SANYO

8 PARCEL 1ST FL ANTIC ROOM OF IG SANYO

Table 9-7: 1.5 TR Split Unit Summary

Source: Author

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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Proposed HVAC System for Suburban Node:

A Air Conditioning Load
The building HVAC loads have been simulated on HAP E20-II software. The following HVAC
loads are summary of space wise peak loads calculated by E-20 software.

Level Room Are Occupan Fresh Air Fres Lighti Equip Dehumi Lo
Name a cy Rate as per h ng ment dified ad
ASHRAE 62.1 Air Load Load
considering
30% extra

sq. Sq.f N cfm/pe cfm/ FAC Watt/ Watt/S CFM TR

ft. t./ os rson sqft FM Sq.ft. q.ft.
per
son

Ground Retail 278 --- 2 6.5 0.08 14 1.5 1.5 1200 1.5
Floor
Ground Retail 120 --- 1 6.5 0.08 6 1.5 1.5 800 1.0
Floor

First NAB 138 --- 10 6.5 0.08 690 1.5 1.5 21000 26.
Floor 00 6 3
Second NAB 138 --- 10 6.5 0.08 690 1.5 1.5 21000 26.
Floor 00 6 3
Second Retail 278 --- 2 6.5 0.08 14 1.5 1.5 1200 1.5
Floor
Third NAB 138 --- 10 6.5 0.08 690 1.5 1.5 21000 26.
Floor 00 6 3
Table 9-8: Suburban node, air conditioning load
Source: Author

MAXIUM PEAK LOAD = 2167 TR

MAXIMUM DEMAND (Considering 75% operational diversity) = 2167 x 0.75 = 1625 TR
MACHINE SELECTED: 3 x 600 TR CENTRIFUGAL WATER CHILLERS AS WORKING & 1 x 350 TR WATER COOLED SCREW
CHILLER AS STANDBY IS SUPPLIED BY EMPLOYER FROM EXISTING FACILITY.

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Finalization of Master Plan and Feasibility
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B Electrical Load;

S Descrip Locati Floo QT Tonn Capa TSP Bk Mot Mot Tot No Star Operat
R. tion on of r Y age city / W or or al of ter ing
1)
N equip Hea Rati Rati KW Phas type time
O. ment d ng ng es
No TR CFM mm pe (kW (HP) Day
’s WG r ) per time
Un per Unit
it Unit
A AHU's

1 AHU's 2ND 2ND 3 -- 21000 80 15. 18.5 25 55.5 3 DOL √

FLOOR 8
2 AHU's 3RD 3RD 3 -- 21000 80 15. 18.5 25 55.5 3 DOL √
FLOOR 8
3 Ductabl 3RD 3RD 20 8 3200 50 1.5 1.0 1 20.0 3 DOL √
e FLOOR
4 IDU Ground Grou 5 1.0 400 50 0.2 1.0 1 5.0 3 DOL √
Floor nd
5 IDU Ground Grou 13 1.5 600 50 0.3 1.0 1 13.0 3 DOL √
Floor nd
6 IDU Ground Grou 1 2.0 800 50 0.4 1.0 1 1.0 3 DOL √
Floor nd
4 IDU 2ND 2ND 47 1.5 600 50 0.3 1.0 1 47.0 3 DOL √
FLOOR
4 IDU 3RD 3RD 82 1.5 600 50 0.3 1.0 1 82.0 3 DOL √
FLOOR
B ODU'S

1 ODU'S Terrace Terr 15 4 50 66. 75.0 101 112 3 DOL √

Floor ace 0 5.0

Table 9-9: Suburban node, electrical load. Source: Author

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Finalization of Master Plan and Feasibility
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and Associated Redevelopment/ Commercial
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C Chilled Water Generation & Distribution (Variable Speed)

Central air conditioning is provided by a Central Variable flow chilled water system for maximum
energy conservation. Chilled water distribution is designed to achieve maximum energy
conservation. Various public spaces have been grouped together according to their location &
similarity in usage and working hours.

Following zones considered:

Zone ‘A’: Mall area includes mall common area, shops & anchors, food-courts and stores in
basement.
Zone ‘B’: Multiplex
Zone ‘C’: Club and Club house BOH.
Zone ‘D’: Office Building.

Each zone shall have its own set of chilled water pumps (including a standby) with variable
speed drive and chilled water circuit to achieve variable water flow. Water flow in load circuit
shall be varied but the same through chiller shall remain constant. To achieve this, two separate
circuits i.e. primary and secondary, coupled with automatic bypass line shall be used. Each
chiller shall have its own dedicated primary chilled water and condensing water pump.
Secondary chilled water pumps with variable frequency inverter shall be used for each load
circuit. By monitoring the pressure differential between chilled water supply and return header,
the speed of secondary chilled water pump shall be automatically varied depending upon
deviation from set differential pressure, thus conserving pump brake horsepower. The main
advantage of this system is that the circulation of chilled water through the entire system is
avoided, and chilled water is supplied according to demand in each zone, thus achieving energy
conservation and flexibility in operation.

All mechanical equipment such as chilling units, pumps, AHU’s and larger ventilation fans have
been designed with energy efficient motors in compliance with ECBC in order to attain energy
savings, since all these equipment shall operate for extended periods of time.

Metering

The thermal energy meter (BTU meter) will be provided by owner on return line with
temperature sensors in supply and return lines for each shop. The thermal energy meter and
sensors will be installed in the ceiling void of tenant space at the entry.

D Air Systems
Double skin air handling unit, consisting of centrifugal fan, cooling coil, and filter section shall
be provided for all areas.
Common area AHU: Mall common area AHU’s shall be double skin air handling units
consisting of mixing box, filter sections with V-type prefilters, cooling coil and centrifugal fans
with VFD. Based on return air temperature, VFD will modulate fan speed to maintain desired
room temperature. Two-way valve on return line shall modulate to maintain constant 55 deg F
off coil temperature. Fresh air damper shall be modulated based on CO2 level in return air.
Treated fresh air (TFA) unit: - In TFA unit, constant temperature shall be maintained through
two-way valve by controlling coil leaving temperature.
Smoke / Fire dampers have been provided in accordance with ASHRAE / NFPA within supply
air ducts and return air ducts at AHU room wall crossings, at fire rated wall crossings, and at
walls between adjoining fire zones.
Balancing / volume control dampers are proposed at all branch connections for air flow
adjustments.

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Finalization of Master Plan and Feasibility
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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

E Fresh air management

ASHRAE 62.1-2007 gives guidelines for fresh air flow rates for various applications. System is designed
to provide fresh air as per ASHRAE 62.1-2007. Multiple treated fresh units shall be placed on loft on
each floor and fresh air shall be ducted through common corridor area and individual tapping shall
be provided to every shop.

Figure 9.17: Proposed AHU location for Suburban Node.

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Finalization of Master Plan and Feasibility
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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Proposed HVAC System for Long Distance Node:

The building HVAC loads have been simulated on HAP E20-II software. The following HVAC loads are summary of space wise peak loads calculated by E-20
software.
Level Room Name Area Heig Ambient Temp. Des RH % Fresh Air Rate as Fresh Air Lighting Equipment Dehumidified Load
ht ign per ASHRAE 62.1 Load Load
[m] Te considering 30%
mp. extra

sq. DBT WBT Nos cfm/person cfm/sq. FACFM Watt/Sq. Watt/Sq. CFM TR
Ft. Ft Ft. Ft.

Ground Railway 40000 3 35.8°C 23°C 23° Less 308 6.5 0.08 2,000 1.5 1.5 26000 32.5
Floor Offices (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
Ground Retail Lobby 3400 3 35.8°C 23°C 23° Less 26 6.5 0.08 170 1.5 1.5 16000 20.0
Floor (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)

Ground Retail 40000 3 35.8°C 23°C 23° Less 308 6.5 0.08 2,000 1.5 1.5 26000 32.5
Floor Building (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
First Railway 40000 3 35.8°C 23°C 23° Less 308 6.5 0.08 2,000 1.5 1.5 26000 32.5
Floor Offices (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
First Retail 14000 3 35.8°C 23°C 23° Less 108 6.5 0.08 700 1.5 1.5 13000 16.3
Floor (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
First Retail 40000 3 35.8°C 23°C 23° Less 308 6.5 0.08 2,000 1.5 1.5 26000 32.5
Floor Building (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)

Second Retail 278 3 35.8°C 23°C 23° Less 2 6.5 0.08 14 1.5 1.5 1200 1.5
Floor (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Second Retail Area 31400 3 35.8°C 23°C 23° Less 242 6.5 0.08 1,570 1.5 1.5 50000 62.5
Floor (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
Second Retail 40000 3 35.8°C 23°C 23° Less 308 6.5 0.08 2,000 1.5 1.5 26000 32.5
Floor Building (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)

Second ATM 120 3 35.8°C 23°C 23° Less 1 6.5 0.08 6 1.5 1.5 800 1.0
Floor (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
Third Retail 40000 3 35.8°C 23°C 23° Less 308 6.5 0.08 2,000 1.5 1.5 26000 32.5
Floor Building (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
Third Railway 27600 3 35.8°C 23°C 23° Less 212 6.5 0.08 1,380 1.5 1.5 26000 32.5
Floor Offices (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
Third Harbour line 30000 3 35.8°C 23°C 23° Less 231 6.5 0.08 1,500 1.5 1.5 28000 35.0
Floor Concourse (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
Third Retail Lounge 83000 3 35.8°C 23°C 23° Less 638 6.5 0.08 4,150 1.5 1.5 60000 75.0
Floor (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
Third Retail 278 3 35.8°C 23°C 23° Less 2 6.5 0.08 14 1.5 1.5 1200 1.5
Floor (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
Third Railway 4426 3 35.8°C 23°C 23° Less 34 6.5 0.08 222 1.5 1.5 16000 20.0
Floor administration (96.4 Deg. (73.4 C than
F) Deg. F (±1) 60%
)
Table 9-10: Long distance node, HAVC load
Source: Author

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

A Proposed Ventilation system for Long Distance Node:

SR.NO. DESCRIPTION LOCATION EFFECTIVE EFFECTIVE HT VOLUME ACPH CAL. CFM NO OF NO OF NO OF
AREA AREA FANS JET CO-
FOR FANS SENSORS
SQ.MT SQ.FT FT CU.FT 6 12 NORMAL FIRE EACH
MODE AT MODE MODE
6 ACPH AT 12
ACPH
1 BASEMENT 1 Zone 1 CSMT-Long Distance 14400 154944 6.0 929664 6 12 92966 185933 1 8.0 5.0

2 BASEMENT 1 Zone 2 CSMT-Long Distance 9900 106524 6.0 639144 6 12 63914 127829 1 8.0 5.0

3 BASEMENT 2 Zone 1 CSMT-Long Distance 14400 154944 6.0 929664 6 12 92966 185933 1 8.0 5.0

4 BASEMENT 2 Zone 2 CSMT-Long Distance 9900 106524 6.0 639144 6 12 63914 127829 1 8.0 5.0
Table 9-11: Long distance node, proposed ventilation

B Electrical Load:
SR. Descriptio Location QTY Tonnag Capacit TSP / Motor Motor Type of AHU Total KW No of Starte Operatin
NO n of e y Head Ratin Ratin Phase r type g time
. equipmen g g (HP) s
t No. TR CFM mmW (kW) per Day time
s G per Unit
Unit
A AHU's
1 AHU's Ground 6 22 26000 80 22.0 29 Vertical Floor 132.0 3 DOL √
Floor Mounted
2 AHU's 1ST 7 22 26000 80 22.0 29 Vertical Floor 154.0 3 DOL √
FLOOR Mounted
3 AHU's 2ND 6 25 30000 80 30.0 40 Vertical Floor 180.0 3 DOL √
FLOOR Mounted
4 AHU's 3RD 7 25 30000 80 30.0 40 Vertical Floor 210.0 3 DOL √
FLOOR Mounted

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

B Ductable
1 Ductable Ground 2 10 4000 50 1.0 1 Ductable Unit 2.0 3 DOL √
Floor
2 Ductable Ground 1 1.5 600 50 1.0 1 Ductable Unit 1.0 3 DOL √
Floor

C IDU
3 IDU 2ND 4 1.0 400 50 1.0 1 IDU 4.0 3 DOL √
FLOOR
4 IDU 2ND 13 1.5 600 50 1.0 1 IDU 13.0 3 DOL √
FLOOR
4 IDU 3RD 18 1.5 600 50 1.0 1 IDU 18.0 3 DOL √
FLOOR

D ODU'S
1 ODU'S Terrace 20 200 50 220.0 295 ODU 4400.0 3 DOL √
level
Table 9-12: Long distance node, electrical load
Source: Author

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Proposed HVAC System for Heritage Node:

A Air Conditioning Load:
The building HVAC loads have been simulated on HAP E20-II software. The following HVAC loads are summary of space wise peak loads calculated
by E-20 software.
s Room Name Area Height Ambient Temp. Desi RH Occupancy Fresh Air Rate as per Fresh Lighting Equipm Dehumidified Load
Level [m] gn % ASHRAE 62.1 Air Load ent
Tem considering 30% extra Load
p.

sq. DBT WBT Sq. Ft./ Nos cfm/person cfm/ FACFM Watt/Sq. Watt/Sq CFM TR
Ft. person sq. ft Ft. . Ft.

L04 Office Space 42500 3 35.8°C 23°C 23°C Less --- 327 6.5 0.08 2,125 1.5 1.5 60000 75.0
(96.4 Deg. (73.4 (±1) than
F) Deg. 60%
F)
L04 Divisional 30800 3 35.8°C 23°C 23°C Less --- 237 6.5 0.08 1,540 1.5 1.5 50000 62.5
Security (96.4 Deg. (73.4 (±1) than
Commissioner F) Deg. 60%
Office F)

L03 Office Space 42500 3 35.8°C 23°C 23°C Less --- 327 6.5 0.08 2,125 1.5 1.5 60000 75.0
(96.4 Deg. (73.4 (±1) than
F) Deg. 60%
F)
L03 Divisional 30800 3 35.8°C 23°C 23°C Less --- 237 6.5 0.08 1,540 1.5 1.5 50000 62.5
Security (96.4 Deg. (73.4 (±1) than
Commissioner F) Deg. 60%
Office F)

L02 Office Space 42500 3 35.8°C 23°C 23°C Less --- 327 6.5 0.08 2,125 1.5 1.5 60000 75.0
(96.4 Deg. (73.4 (±1) than
F) Deg. 60%
F)
L02 Divisional 30800 3 35.8°C 23°C 23°C Less --- 237 6.5 0.08 1,540 1.5 1.5 50000 62.5
Security (96.4 Deg. (73.4 (±1) than
Commissioner F) Deg. 60%
Office F)

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

L01 Office Space 42500 3 35.8°C 23°C 23°C Less --- 327 6.5 0.08 2,125 1.5 1.5 60000 75.0
(96.4 Deg. (73.4 (±1) than
F) Deg. 60%
F)

L01 Divisional 30800 3 35.8°C 23°C 23°C Less --- 237 6.5 0.08 1,540 1.5 1.5 50000 62.5
Security (96.4 Deg. (73.4 (±1) than
Commissioner F) Deg. 60%
Office F)

Groun Retail 513 3 35.8°C 23°C 23°C Less --- 4 6.5 0.08 26 1.5 1.5 2400 3.0
d (96.4 Deg. (73.4 (±1) than
Floor F) Deg. 60%
F)

Groun Unreserved 791 3 35.8°C 23°C 23°C Less --- 6 6.5 0.08 40 1.5 1.5 4000 5.0
d Booking office (96.4 Deg. (73.4 (±1) than
Floor F) Deg. 60%
F)
Groun Unreserved 513 3 35.8°C 23°C 23°C Less --- 4 6.5 0.08 26 1.5 1.5 2400 3.0
d Booking (96.4 Deg. (73.4 (±1) than
Floor Counter F) Deg. 60%
F)

Groun Retail 853 3 35.8°C 23°C 23°C Less --- 7 6.5 0.08 43 1.5 1.5 3200 4.0
d (96.4 Deg. (73.4 (±1) than
Floor F) Deg. 60%
F)

Groun Retail 475 3 35.8°C 23°C 23°C Less --- 4 6.5 0.08 24 1.5 1.5 2400 3.0
d (96.4 Deg. (73.4 (±1) than
Floor F) Deg. 60%
F)

Table 9-13: Heritage node, air conditioning load

Source: Author

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

B Electrical Load

SR. Description Tag No Location QTY Tonnage Capacity TSP / Motor Motor Type of AHU Total No of Starter Operating
NO. of Head Rating Rating KW Phases type time
equipment (kW) (HP)
per per
No. TR CFM mmWG Day time
Unit Unit
s
A AHU's
1 AHU's AHU-1,2 4 TH 3 17 30000 80 30.0 40 Vertical Floor Mounted 90.0 3 DOL √
&3 FLOOR
2 AHU's AHU- 3RD 3 17 30000 80 30.0 40 Vertical Floor Mounted 90.0 3 DOL √
4,5 & 6 FLOOR
3 AHU's AHU- 2ND 3 17 30000 80 30.0 40 Vertical Floor Mounted 90.0 3 DOL √
7,8 & 9 FLOOR
4 AHU's AHU- 10 2ND 2 17 30000 80 30.0 40 Vertical Floor Mounted 60.0 3 DOL √
& 11 FLOOR
5 AHU's AHU- 1ST 3 17 30000 80 30.0 40 Vertical Floor Mounted 90.0 3 DOL √
12,13 & FLOOR
14
6 AHU's AHU- 15 1ST 2 17 30000 80 30.0 40 Vertical Floor Mounted 60.0 3 DOL √
& 16 FLOOR

B Ductable
1 Ductable Ductable Ground 1 3 1200 50 1.0 1 Ductable 1.0 3 DOL √
Unit 1 Floor
2 Ductable Ductable Ground 1 1.5 600 50 1.0 1 Ductable 1.0 3 DOL √
Unit 2 Floor
3 Ductable Ductable Ground 1 1.5 600 50 1.0 1 Ductable 1.0 3 DOL √
Unit 3 Floor
4 Ductable Ductable Ground 1 3 1200 50 1.0 1 Ductable 1.0 3 DOL √
Unit 4 Floor
5 Ductable Ductable Ground 1 4 1600 50 1.0 1 Ductable 1.0 3 DOL √
Unit 5 Floor

C ODU'S
1 ODU'S ODU'S TERRACE 20 4 50 90.0 121 ODU 1800.0 3 DOL √
LEVEL
Table 9-14: Heritage node, electrical load
Source: Author

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Long distance Node and Heritage, proposed the VRF system:

Each area shall be provided with individual VRV Units. Unit shall be air cooled, variable refrigerant
volume air conditioner consisting of one outdoor unit and multiple indoor units. It shall be possible to
connect multiple indoor units on one refrigerant circuit. The indoor units on any circuit can be of different
type and also controlled individually. Following type of indoor units shall be connected to the system:
- Ceiling mounted cassette type.
- Ceiling mounted ductable type (Fan Coil Unit)
- Wall mounted Hi-Wall type.

Compressor installed in outdoor unit shall be equipped with inverter controller, and capable of changing
the rotating speed to follow variations in cooling. Outdoor unit shall be suitable for mix-match connection
of all type of indoor units.

The refrigerant piping between indoor units and outdoor units shall be extended up to 100m with
maximum 50 m level difference without any oil traps. Both indoor unit and outdoor unit shall be factory
assembled, tested and filled with first charge of refrigerant before delivery at site. Condensate drain pan
shall be stainless steel construction generously sloped to have zero water retention.

Common areas like entrance lobbies and retails shall also be provided with VRV system.

Heat recovery from heat pump would be used for cooling of common utility areas.

Figure 9.18: Proposed VRF AHU location for Heritage Building.

Source: Author

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Figure 9.19: Proposed VRF ODU location for Heritage Building.

Source: Author

A Split Air-conditioning System.

The Systems designed and selected are keeping in mind the nature of the building, the limited space
availability for accommodating all services equipment and operational flexibility for each user. A split
units system is to be provided, designed to provide year round thermal environmental for proposed
structure considering all the constraints.

Indoor units selected would be in accordance to the interior requirement matching to the system
performance, to achieve the desired room conditions.

The outdoor units will be mounted in the MEP shaft / Balcony Ledge or other suitable location.

The indoor and the outdoor units would be interconnected with refrigerant piping and cabling.

Every specific zone or room would be provided with a self-diagnostic remote controller to have individual
system control.

Air conditioning system would be provided for Security cabin, LT Panel room, BMS/MDF room. & Lift
machine room.

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Finalization of Master Plan and Feasibility
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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

B . Ventilation System

Figure 9.20: Proposed HVAC (Ductbale & Split AC’s for Long Distance)

• Avoid low level ducting to maximize car parking spaces and avoid damage to services by Vehicles.

• Prevent build-up of exhaust emission from vehicles by providing adequate ventilation

Figure 9.21: Proposed Ventilation system for Long Distance

• Good air movement to ensure good environment.

• Smoke control in the event of a fire.

• Reduced operating costs by using co-sensors so that fans are operated as and when required.

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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

• The mechanical ventilation system shall comprise of makeup air fans to supply fresh air, multiple
ceiling hung jet fans which shall be provided to assist with the direction of the flow of air and to propel
air towards main exhaust fans. Both makeup & exhaust fan shall be Dual speed Axial flow fans.
During normal Basement ventilation, main fans designed for 6 ACPH shall operate. And in case of
fire same fan will run with double speed to cater the additional 6ACH. In case of fire these additional
fans shall get actuated and draw the air from the car park and discharge independently alongside
the main Axial fan. The shaft receiving the exhaust from both fans shall be sized for 12 ACPH for
Basement.

9.2 Electrical Services

Existing Electrical services
The Electrical power to the CSMT station is supplied by Tata Power Co. Ltd., By two no. of 22 KV lines
from the switchyard located near CSMT Complex at Carnac Bunder.

This power is supplied to NAB -Substation located at the end of platform no.1 i.e. Kalyan end by one
22 KV line call CCB-1. This power is fed to two transformer of 2000 KVA rating 22 KV /415 V for
distribution of various load. This 22 KV Power supplied to two transformers of 3150 KVA rating which is
converted to 1500 DC for traction purpose.

Figure 9.22: Distribution system of NAB substation

Source: DEE G Annex HT LT PS network

NAB substation Transformer is supplied power to following location /areas.

• New Annex Building

• Lighting panel at Kalyan end, first floor duty room

• IRCTC area

• Lighting panel at Bombay end, First floor duty room

• Ground floor Kalyan end (1st to 7th floor Power Ckt)

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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

• Container Corp. 5th floor (Through Meter room)

• EDP Centre at Fourth floor (Light & Power)

• Central Cabin

• Ground floor Duty room at Bombay end

• G+3 Building (C/O Switch)

Lighting substation is located near behind the Main Heritage building. Two transformers of 1500 KVA
rating are installed to receive the power from CCB-2 line.

Figure 9.23: LT power supply arrangement at lighting substation

Source: DEE G Annex HT LT PS Network

This Lighting substation Transformer is supplied power to following location

• MDB of main line duty room

• MDB at AC Dormitory /Motor man Lobby.

• MDB at Bombay End

• MDB at Parcel Building Power

• MDB for Suburban Station

• MDB at Annex Bldg. C/O panel.

• MDB of GM building Illumination

• MDB at Kalyan end.

• MDB of GM building

• MDB at Bombay End

• MDB at GRP Canteen

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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

• Annex Bldg-1

Figure 9.24: Distribution system of Carnac Bandar substation

Source :CSMT electrical department

This Carnac Bander substation Transformer is supplied power to following location

• MDB of Platform No.18

• MDB of Platform No.16

• MDB of Store Building

• MDB of RPF Building

• MDB of MSD Station

• Pump Room No.3

• Substation Lighting

• Pump Room No.1

• RE-Cycling plant

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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

TMS SUBSTATION- TMS substation is located near 7 & 8 Suburban Platform. Two transformers of
3000 KVA rating are installed.

Figure 9.25: TMS substation located near suburban platform 7 and 8.

Source: CSMT electrical department

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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Major location of utilities

Figure 9.26: Plan showing location of electrical substation

Source: AREP

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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Proposed electrical services

A Proposed electrical power supply distribution

The Power distribution for the Proposed CSMT redevelopment will be in such a way that the total
voltage drop will be within permissible limit, as per NBC 2016 and IS codes.

1. Power Distribution for Suburban nodes:

There shall be Electrical room proposed at Second & Third floor of NAB Building. Tap off to be taken
from Existing NAB substation and power shall be feed to Main Distribution Boards (MDB) which is
located at 2nd & 3rd floor Electrical room.,

Figure 9.27: Proposed Electrical panel room; Source: Author

The Spare feeder in Main LT Panel of NAB substation will be used for incoming for proposed MDB.
Power distribution will be through XLPE insulated aluminium / copper cables. At least 20% spare
capacity on sub mains shall be provided. Sub main protection shall be by circuit breakers, which will
discriminate with upstream protective devices. incoming & outgoing circuits up to 630 amps shall be
moulded case circuit breakers and above 630 amps shall be air circuit breakers. At Concourse level
different Lighting & Power distribution boards shall be proposed as per load requirement.

Total Additional Electrical demand load will be 1150 KW for proposed new development at suburban
node including FOB. The existing transformer in NAB substation of rating 2000 KVA shall be upgraded
to 3150 KVA rating dry type transformer to cater the additional Electrical load. Refer Annexure -EL-01
for detailed Electrical load sheet.

Sub Distribution Boards (SDB’s) shall be located on area basis including metering system. Final
Distribution Boards shall be fed from these MDB’s & SDB’s by means of either PVC insulated Cu
armoured cables (FRLS) or PVC insulated (FRLS) copper wires in appropriately sized GI / FR-PVC
conduit. Power supply for Retail shops shall be provided through isolator with prepared Meter.

2. Power Distribution Long Distance Node:

There shall be separated substation to be planned for entire proposed development for Long distance
area/commercial building including basement. Main Electrical room proposed at ground floor level.
From Main LT panel room power will distributed to second floor (concourse level) area through separate
electrical shaft. Sub Distribution Boards (SDB’s) shall be located on area basis including metering
system. Final Distribution Boards shall be fed from these MDB’s & SDB’s by means of either PVC
insulated Cu armoured cables (FRLS) or PVC insulated (FRLS) copper wires in appropriately sized MS/
FR-PVC conduit. Power supply for Retail shops shall be provided through isolator with prepared Meter.

Total Electrical demand load will be 2160 KW for proposed new development at Long distance node
including proposed commercial building & basement. The total 2 No of transformer rating 3000 KVA

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

shall be planned to cater the Electrical load. Refer Annexure -EL-01 for detailed Electrical load sheet
DG back up provided for common area load & proposed DG location placed near substation area...

Figure 9.28: Proposed substation and DG location for long distance node; Source: Author

The dedicated Panel Room will be located at ground floor for common area load. All Firefighting load,
plumbing load, Basement ventilation load, STP & Amenity area shall have separate 3 Phase LT CT
meter. Power from LT feeder pillars & DG panels to Main LT panel and further to common area panels
will be supplied by XLPE insulated Aluminium cables.

Fire survival cables of appropriate size shall be provided for life safety systems including emergency
lighting, Fire lift, smoke ventilation fans, firefighting pumps etc. Care shall be taken in design of
distribution system to achieve voltage drop of not exceeding 5% from transformer to the farthest cable
termination

Main Distribution Boards and Sub-distribution Boards shall incorporate moulded case circuit breakers.
Final distribution boards shall incorporate miniature circuit breakers of 10 KA minimum interrupting
capacity (MCB) & residual current circuit breaker of 30 mA (RCCB).

3. Power Distribution Heritage Node:

The LT power Supply for Heritage Node including PRS area shall be fed from existing PRS substation.
Main Electrical room proposed at ground floor level.

Figure 9.29: Proposed panel room location

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Spare Feeder in PRS substation shall be used for incoming power supply for From Main LT panel. Sub
Distribution Boards (SDB’s) shall be located on area basis including metering system. Final Distribution
Boards shall be fed from these MDB’s & SDB’s by means of either PVC insulated Cu armoured cables
(FRLS) or PVC insulated (FRLS) copper wires in appropriately sized MS/ FR-PVC conduit. Power
supply for Retail shops shall be provided through isolator with prepared Meter.

Total Additional Electrical demand load will be 1140 KW for proposed new development at Heritage
node. The existing transformer in PRS substation of rating 1500 KVA shall be upgraded to 3000 KVA
rating dry type transformer to cater the additional Electrical load. Refer Annexure -EL-01 for detailed
Electrical load sheet.

B Power Factor Correction

The minimum power factor correction (achieved by power factor correction) shall be 0.9.

Power factor correction shall be provided for the LV distribution panels serving MEP plant & Equipment
to achieve a minimum power factor correction of 0.9.

All capacitors Banks shall be multi-stage type with control equipment to automatically switch the various
stages of capacitors in and out, in order to achieve the required minimum power factor. The power factor
correction capacity banks shall meet IEC 831 and 439 requirements

The Capacitor shall be of the dry, heavy duty gas filled air cooled MPP type conforming to IS 13340 /
13341 and IEC 60831.

C Uninterrupted Power Supply (UPS)

Uninterrupted power supply (UPS) shall be provided for the fire alarm systems, building management
systems (BMS), public address and voice alarm system (PAVA), telecommunication systems, MVAT
and security systems

D Electrical Containment System

In substations cables shall be routed through trenches. At other Places Cables will routed through cable
trays.

The reticulation of LV and ELV cables to all electrical systems within the building will be done through
containment system. The containment system for each type of system are as following:

LV System Cable tray Conduit

ELV System Cable trunking Conduit

E System of Wiring
The system of wiring shall consist of PVC insulated copper conductor stranded flexible FRLS or as
per statutory requirement, wires as per of 1100 volts grade of insulation, in metallic conduits for all
exposed wiring and PVC conduits for all concealed wiring. Minimum size of copper conductor shall
be 2.5 sq. mm upto switch boards and switch boards to light shall be 1.5 sq mm, 4 sq mm for power
(i.e Geyser and air conditioners). Ceiling fan point will be provided in each room.
Colour code shall be maintained for the entire wiring installation i.e. Red, Yellow and Blue for the
three phases, Black for neutral and Green with Yellow band for earthing. Besides provision of
ferruling, number coding shall also be provided for easy identification for maintenance purposes.

F Switching Arrangement
Switching arrangement at various locations shall be planned keeping in view the ease with
which isolation can be achieved and also the level of fault protection desired at the particular
current rating. Main distribution panels and sub-distribution panels shall incorporate moulded

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

case circuit breakers. Final distribution panels shall incorporate miniature circuit breakers and
earth leakage circuit breakers.

Every area shall have localized switching for convenience and operational purposes.

Air circuits breakers (ACB) moulded case circuit breakers (MCCB) and miniature circuit
breakers (MCB) in all breaker of main panel & incoming of all panels shall be of 4 pole for 3
phase power distribution with advance neutral feature for safety, which shall ensure connecting
first and breaking last of the neutral contact and avoiding high voltage in the single phase
circuits.

G Lighting System
Station Building interior lighting should facilitate passenger orientation, identification of system
graphics and definition of circular patterns within the building

• Additional Lighting is required at ticketing, Administrative area/offices, utility area and waiting
areas.
• Backlit Exit Signs shall be provided at all exits.
• Emergency Lighting shall be provided at all facilities
• Fluorescent /LED fixtures shall be used.

Level of illumination should conform to the MOR 2007 Standards for illumination in Railways
station as per following table.

Sr. No. Area Lux levels

1 General
Interactive areas (task Location) 200
Interactive areas (background) 150
Signs, maps, Display 200
2 Platform
Outdoor Platform with canopy 100
Outdoor Platform without canopy 50
Indoor Platforms 150
Interior Passageways 100
Service Corridors on Tracks (Under station) 50
3 Site
Open Parking Area 50
Station Entrance Area 150
Station Perimeter 30
4 Building
Concourse 200
Circulating Area 50
Enquiry cum reservation office 200
Ticket counter At counter
300
TVMS At counter
200
Waiting Area 200
Offices 100
Toilets 100
Lifts Interiors 100
Lifts Landing 200

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Parcel /Luggage Area 150

Corridors 100
Stairs 100
Cloak Room 250
5 Restaurant
Kitchen 300
Stores 100
Dining Hall 100
Table 9-15: Illumination standards in Railways station

H Earthing System
The following Earthing system shall be provided.

• Functional Earth (Body)

• Clean Earth

The building functional earth shall connect to the following equipment.

• Electrical equipment
• Electrical Panels
• Electrical DB
The clean earth shall connect to the following equipment.

• ELV System
• All Communication room ELV equipment

I Energy Conversation Strategies for Electrical & LV Systems

• Copper conductor cables will be specified for sizes of 16 sq. mm and below to reduce losses
and improve reliability
• All lifts will be provided with AC variable voltage, variable frequency drives (ACVVF).
• Power factor for common areas will be maintained 0.95 or higher to reduce electrical power
distribution losses in the installation
• Timers will be used to switch ON / OFF external landscape and facade lighting.
• Energy efficient Compact Fluorescent Lamp (CFL) with high frequency ballast OR LED lights
will be used for common areas.
• All cables will be suitably de rated to avoid heating during use.

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

9.3 Public Health Engineering

Existing plumbing / sanitary systems
A Water Supply System

Following are the sources of water supply for CSMT:

• BMC - Main source of water supply

• Tankers

The supply lines of BMC pass through the adjacent roads. The details of each of these connections and
connectivity to the CSMT water system is as given in the table below:
S.N. U/G Water Supply CAPACITY SIZE FEEDING AREAS Additional V/ M V/M
TANKs Size/ (Lacs Ltr) (V.M 7-15 hrs.) Feeding Area 15- 23-7
Connection 23 hrs.
No. hrs.

UG
Tanks
1 Sub 1. 100/150 mm 2.70 L 9.00x6.15x4.95 1. GMB PF PRS 1
Station AXX-2590005 No. 8
2. 100 mm 2. Annex, 2
AXX260000
3. 50 mm A-
XX2580000
2 NAB 4. 300 mm A- 2.67 L 11.25x8.60x2.50 3. NAB PF 3
XX2640008 7.20x3.50x1.60 No. 8

3 PF No. - do - 4.54 L 16.75x9.00x3.00 4. GMB, NSB PF GMB 4

8 No.
5. C. Cabin, Loco 14/15
Shed, PF10
4 PF No. From PF 8 & 3.81 L 9.10x10.00x2.50 6. Parcel Bldg, PRS, 5
14/15 CCB 1&3 6.20x10.00x2.50 Court, GRR

5 CCB 5. 300/100 mm 1.20 L 11.25x4.75x2.25 7. C&W, C&W Store, CCB 6 1, 2.

Tank 2 BXX 6110002 RPF Barrack, Dog Tank
Squad, Diesel Shed, 1
Parcel Off, CYM
Office.
6 CCB TANKERS 2.76 L 8.10x15.60x2.25 O/H Tanks 1 &2 PF
Tank 1 (Train Watering, No.
Washing), C&W (?) 14/15
7 CCB TANKERS 4.00 L 15.41x8.95x2.90 O/H Tanks 1 &2 PF
Tank 3 (Train Watering, No.
Washing), C&W (?) 14/15
Table 9-16:Details of water supply system at CSMT, Mumbai
Source: CSMT PHE Department

S.N. U/G Water Supply CAPACITY SIZE FEEDING AREAS Additional V/ M V/M
Tanks Size/ (Lacs Ltr) (V.M 7-15 hrs.) Feeding Area 15- 23-
Connection 23 7
No. hrs. hrs.
UG
Tanks
1 Sub 1. 100 mm 2.70 L 9.00x6.15x4.95 1. Annex, PF GM 1
Stn AXX-2590005 No. 8 Bldg
2. 100 mm PRS
AXX260000
3. 50 mm A-
XX2580000
2 NAB 4. 300 mm A- 2.67 L 11.25x8.60x2.50 2. NAB PF 2
XX2640008 7.20x3.50x1.60 No. 8

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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

3 PF No. - do - 4.54 L 16.75x9.00x3.00 3. GM Bldg. PF GMB 1

7 No.
4. N. Station Bldg. 14/15 3
5. C. Cabin, Loco 4
Shed, AC Coaching
Off. PF10, PF 14,
P-7, TMS,
4 PF No. From PF 8 & 3.81 L 9.10x10.00x2.50 6. Parcel Bldg, CYM 5 2
14/15 CCB 1&3 6.20x10.00x2.50 PRS, GRR, Loco
Shed, PF. N-11 to
18. CYM.
5 CCB 5. 300/100 mm 1.20 L 11.25x4.75x2.25 7. C&W, C&W CCB 6
Tank 2 BXX 6110002 Store, RPF Barrack, Tank
Dog Squad, Diesel 1
Shed, Parcel Off,
CYM Office. RPF
Canteen.
6 CCB TANKERS 2.76 L 8.10x15.60x2.25 O/H Tanks 1 &2 PF
Tank 1 (Train Watering, No.
Washing), C&W (?), 14/15
CYM Staff Hut.
7 CCB TANKERS 4.00 L 15.41x8.95x2.90 O/H Tanks 1 &2 PF
Tank 3 (Train Watering, No.
Washing), C&W (?) 14/15
Table 9-17: Details of water supply at CSMT, Mumbai
Source: CSMT PHE Department

BMC CONNECTION DN ROAD DISCONNECTED

50 MM , 100 MM , 150 MM BMC CONNECTION BMC CONNECTION
300 MM 40 MM , 40 MM

NEW
ADMINISTRATIVE
BUILDING WATER TANK CAPACITY IN LITRE
BMC
NAB UG TANK 267000
DISCONN- LINE No. 1

ECTION 2 PUMP OF SUB STATION UG TANK 270000

LINE No. 2 NAB
PIPE 300 MM 15 HP & 25 HP PF No. 08 UG TANK 454000
100 MM LINE No. 3
UG TANK
UG TANK PF No. 14 & 15 UG TANK 381000
GM
BUILDING
LINE No. 4 CARNAC BUNDER UG TANK - 1 276000
LINE No. 5 CARNAC BUNDER UG TANK - 2 120000
CENTRAL
2 PUMP OF CARNAC BUNDER UG TANK - 3 400000
SOB-STN LINE No. 6 CABIN
2 PUMP OF 15 HP & 30 HP PF No. 10 HS TANK 195000
UG TANK
15 HP & 30 HP CARNAC BUNDER HS TANK - 1 242000
LINE No. 7 HS TANK
2 PUMP OF
PF No. 08 CARNAC BUNDER HS TANK - 2 281000
15 HP & 20 HP CI PIPE GI PIPE100 MM
TRAFFIC A/C BUILDING UG TANK 90000
RECYCLING PLANT HS TANK
100 MM CI PIPE150 MM

2 PUMP OF CI PIPE150 MM
10 HP & 30 HP
PF No. 8 & 9 M.S. 7
SUBMERSIBLE
OLD
ANNEX NEW VIP SIDING
STB 4
BUIL - STATION PF No. 10 STB 5 CI PIPE MS 1

DING BUIL - HS TANK

PF No. 10 & 11 100 MM MS 2
DING

MS 3
DISCONNECTED DISCONNECTED
PF No. 12 & 13 MS 4 BMC CONNECTION
NEW ANNEX
3 PUMP OF 100 MM
BUILDING
50 HP,25 HP,25 HP MS 5
GI PIPE 100 MM
CI PIPE
PARCEL BUILDING GI PIPE 100 MM 250 MM
GI PIPE 100 MM UG TANK
PF No. 14 & 15
CW GI PIPE 100 MM

CI PIPE 150 MM RECYCLING

CW GI PIPE 100 MM PLANT
GUARD MS SIDING No. 8 CI PIPE
RUNNING PF No. 16 & 17 150 MM 2 PUMP OF
ROOM 15 HP & 30 HP
CARRIAGE WAY 300 MM HS
PCCM (PRS) GI PIPE 100 MM TANK
2
BMC
BUILDING
PF No. 18 CONNECTION
300 MM

PIPE CONNECTION
PVC PIPE
--------------------------------
EXISTING BMC CONNECTION
------------------------------
DISCONNECTED MBC CONNECTION UG
75 MM WRP TANK
PUMP
PUMP
PUMP
TANK-1
------------------------------- DELIVERY LINES - GI PVC PIPE 25 HP 20 HP
NORTH CI - DELIVERY LINES FROM WRP 90000 Ltr. 75 MM CI PIPE 25 HP
2 PUMP OF
--------------------------------
WDI OFFICE UG HS UG
--------------------------------- PVC PUMPING LINE STORAGE
---------------------------------- PUMPING PIPE LINES 200 MM 05 HP EACH
TANK TANK TANK
TANK 1 PUMP OF OPEN WELL 3 1 2
2 HP 1 PUMP OF WATER C&W

SUBMERSIBLE
Figure 9.30: Water Supply Arrangement in CSMT Station Premises
WATER SUPPLY ARRANGMENT IN CSMT STATION PREMISES
Source: CSMT PHE Dept.

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Figure 9.31: Location of Underground Tanks and High Service Tank

Source: AREP Report

B Sewerage and Drainage System

The parameters/site conditions as depicted in the below diagram shall be kept in mind when designing
the sewage, sullage and storm water drainage system.

Figure 9.32: Site Plan Showing Network of Drains and Natural Catchment of Site
Source: AREP Report

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Figure 9.33: Site plan showing network of Sewer, rainwater and pit lines
Source: CSMT PHE Dept.

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Finalization of Master Plan and Feasibility
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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Proposed Plumbing / Sanitary Systems For CSMT

1. Plumbing / Sanitary System, Reference Standards

National Building Code of India Part IX, 2016

Codes & Design Guidelines:

Relevant BIS standard

American Society of Plumbing Engineers (ASPE) Design Data Book Volume I to IV

Uniform Plumbing Code of India 2008 Edition

Energy Conservation Building Code 2008 Edition

Sprinklers NFPA 13

2. Approaches to Planning

The Plumbing services for the project shall be designed keeping in view the following:

Adequate and equal pressure of cold water shall be maintained in toilets, and other designated areas.

The provision of Water storage shall be of 1.5 days requirements for Flushing water. The underground
water tanks capacity shall be of 1day requirement & overhead tank capacity shall be of 0.5 day
requirement for Gravity and Booster pump Supply.

Sewage generated shall be treated in a STP and water shall be recycled for flushing & irrigation.

Levels of roads / pavements and other services in the area shall be considered while designing sewer
and storm water drainage.

Adequate drainage and water supply arrangement for landscape shall be provided. Single point water
supply shall be considered. All other irrigation work to be carried by respective irrigation
consultant/contractor.

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

3. System Requirements

a. Municipal water will be directly supplied to fire tank and overflow into raw water tank. From here it
will be treated with multigrade filter and send to domestic treated water tank. We shall have a
Centralised RO plant located at terrace for drinking purpose.

b. Domestic water supply through gravity system for making water available at minimal residual
pressure of 1 kg/cm2. Top Floors shall be supplied water by Booster Pump System for potable
system.

c. Sewage and sludge collection & conveyance system based on NBC/ASPE standard and applicable
guidelines by NBC.

d. Storm/ rainwater drainage system from the surfaces (i.e. hardscape and soft scape) and various
levels of the building drains by means of draining into storm water drain.

Design Considerations and Basic Assumptions for Water Demand Calculation:

Water requirement per capita per day

1 For Fixed Population

1.1 Domestic Water 20 Ltrs. As per NBC 2005

1.2 Flushing Water 25 Ltrs. As per NBC 2005

1.3 Total 45 Ltrs. As per NBC 2005

2 Visitors & Floating Population

2.1 Domestic Water 5 Ltrs. As per NBC 2005

2.2 Flushing Water 10 Ltrs. As per NBC 2005

2.3 Total 15 Ltrs. As per NBC 2005

3 Fire Fighting As per NBC 2005

3.1 As per Ordinary Hazardous area 2 hrs. water storage As per TAC Manual
Table 9-18: Design consideration and assumption for water demand calculation

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Water consumption data

Water is required to meet the requirement of domestic, flushing, gardening, kitchen, kiosk areas etc.
The requirement of water (domestic and flushing) demand as below:

A Water consumption data for LD Terminal:

WATER DEMAND CALCULATION FOR LONG DISTANC ETERMINAL
GROSS
WATER
% FLOW TO SEWER ( INCORPORATING
COLD WATER REQUIREMENT REQUI
LOSSES)
RE-
TOTAL MENT
POPUL
SR. Domestic Flushing
DESCRIPTION ATION
No. (A+B) DOMESTIC FLUSHING TOTAL
(APPR
(A) (B)
OX)

LPC
LPCD LPD LPD LPD % LPD % LPD LPD
D
A
Offices staff
Service
Building
1 (Assumed 2% 85% 100%
200 25 5,000 20 4,000 9,000 4,250 4,000 8,250
of peak
passenger
capacity)

Passengers
(Without
2 85% 100%
bathing 9,700 15 145,500 10 97,000 242,500 123,675 97,000 220,675
facility)

Passengers
(With bathing
facility)
3 (Assumed 3% 85% 100%
300 25 7,500 20 6,000 13,500 6,375 6,000 12,375
of peak
passagner
capacity)

TOTAL 107,00 107,00

158,000 265,000 134,300 228,925
0 0
TOTAL (ROUNDING OFF TO
NEAREST) (KL/DAY) 158 107 265 134 107 229

Table 9-19: Water Demand Calculation for LD Terminal

Source: Author

Assumptions:

A. Gross Water demand for office staff = 45 Lits per Day

B. Net Water Demand for Domestic Use = 25 Lits per Day

C. Net Water Demand for Flushing Use = 20 Lits per Day

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

B Water consumption data for offices near heritage building:

WATER DEMAND CALCULATION FOR OFFICES NEAR HERITAGE BUILDING

SL. DESCRIPTIO TOTAL COLD WATER GROSS %AGE FLOW TO SEWER

NO. N POPUL REQUIREMENT WATER
ATION FLUSHING DOMESTIC REQUIREMEN DOMESTIC FLUSHING TOTA
(APPR T L
OX.) (A) (B) (A+B+C)

LPC LPD LPC LPD LPD % LPD % LPD LPD

D D
A DOMESTIC
WATER
1

1.1 OFFICE 1800 20 3600 25 4500 81000 85 38250 100 3600 74250
STAFF 0 0 0

2 VISITORS (All 90 10 900 5 450 1350 85 383 100 900 1283

Shifts)

3 FOOD 1000 10000 8500 8500

COURT 0
&Restaurant(a
pproximately)

TOTA 3690 5545 82350 47133 3690 84033

L 0 0 0
TOTAL (ROUNDING 37 55 82 47 37 84
OFF TO NEAREST)
(KL/DAY)

Table 9-20: Water consumption data offices near Heritage Building

Source: Author

Legend:

LPD: Litres Per Day

LPCD: Litres Per Capita Per Day

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C WATER CONSUMPTION DATA FOR GUEST HOUSE

WATER DEMAND CALCULATION FOR GUEST HOUSE

SL. DESCRIPT TOTAL COLD WATER GROSS WATER %AGE FLOW TO SEWER
NO. ION POPULATI REQUIREMENT REQUIREMENT
ON DOMESTIC FLUSHING (A+B+C) DOMESTIC FLUSHING TOT
(APPROX.) AL
(A) (B)

LPC LPD LPCD LPD LPD % LPD % LPD LPD

A DOMESTI
C WATER
1

1.1 GUEST 75 90 675 45 337 10125 85 6750 100 3375 9619

HOUSE 0 5

2 VISITORS 4 10 40 5 20 56 85 38 100 20 58
(All Shifts)

TOTAL 678 339 10181 6788 3395 9672

8 4
TOTAL (ROUNDING OFF TO 7 3 10 7 3 10
NEAREST) (KL/DAY)

Table 9-21 Water consumption data for Guest House

Source: Author

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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

D Water consumption data for DRM offices:

WATER CONSUMPTION DATA FOR DRM OFFICE

COLD WATER GROSS

WATE %AGE FLOW TO SEWER
REQUIREMENT
R
REQUI TOT
FLUSHING DOMESTIC DOMESTIC FLUSHING
TOTAL R AL
SL.
DESCRIPTION POPULATION EMENT
NO.
(APPROX.) (A+B+
(A) (B)
C)

LPC LPC
LPD LPD LPD % LPD % LPD LPD
D D

DOMESTIC
A
WATER

OFFICE
7250 1196
STAFF(DRM 2900 20 58000 25 130500 85 61625 100 58000
0 25
Building)

VISITORS (All
2 145 10 1450 5 725 2175 85 616 100 1450 2066
Shifts)

7322 1216
TOTAL 59450 132675 62241 59450
5 91

TOTAL (ROUNDING OFF TO NEAREST)

(KL/DAY)
59 73 133 62 59 122

LPCD - Litres per Capita per Day

LPD - Litres per Day

Table 9-22: Water consumption data DRM Offices Source:

Author

Water storage and tank sizing:

The provision of Water storage shall be of 2 days requirements for domestic water. The underground
water tanks capacity shall be of 1.5-day requirement & overhead tank capacity shall be of 0.5-day
requirement for Gravity and Booster pump Supply.
The provision of Water storage shall be of 1.5 days requirements for Flushing water. The underground
water tanks capacity shall be of 1day requirement & overhead tank capacity shall be of 0.5 day
requirement for Gravity and Booster pump Supply.

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

E Proposed Water Tank Capacities for Long Distance Terminal

SR. Tank Description Nos of tanks Water Water tank

No. tank UGT OHT Cap. in
Cap. in KLD
KLD
Storage

1 Domestic Water Tank Day 2 nos 118 79

2 Flushing Water Tank Day 1 no 107 54
3 Firefighting (From NBC-2016);
Hydrant, Sprinkler etc. 1 no 200 10

4 Rainwater Harvesting Tank 1no 100

5 STP (LD Terminal+ DRM office) 365

Table 9-23 A: Proposed water tank capacity for long distance terminal

Proposed water tank location For Long Distance Terminal:

Figure 9.34: Proposed water tank location for long distance terminal
Source: Author

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Finalization of Master Plan and Feasibility
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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

F Proposed Water Tank Capacities for DRM Office

SR. Tank Description Nos of tanks Water Water tank

No. tank UGT OHT Cap. in
Cap. in KLD
KLD

1 Domestic Water Tank Day 1no 55 37

2 Flushing Water Tank Day 1 no 59 30
3 Rainwater Harvesting Tank
1no 50

4 Firefighting (From NBC-2016);

Hydrant, Sprinkler etc. 1 no 100 10

Table 9-24: Proposed water tank capacity for DRM office

Proposed water tank location for DRM Offices:

Figure 9.35: Proposed water tank location for DRM office, Source: Auhtor

G Proposed water tank capacities for offices building near Heritage node

SR. Tank Description Nos of tanks Water Water tank

No. tank UGT OHT Cap. in
Cap. in KLD
KLD
Storage

1 Domestic Water Tank Day 1no 42 27.5

2 Flushing Water Tank Day 1 no 37 19
3 Rainwater harvesting tank
1 no 50

3 Firefighting (From NBC-2016);

Hydrant, Sprinkler etc. 1 no 100 10

Table 9-25: Proposed water tank capacity for offices building at heritage node

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Proposed water tank location for Proposed Offices near Heritage node:

Figure 9.36: Proposed water tank location for Proposed Offices near Heritage node, Source: Author

H Water balancing chart

1. Water balancing chart for proposed offices near Heritage office

Figure 9.37: Water balancing chart for proposed offices near Heritage office

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1344147/2022/O/o CPM/MUMBAI
Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Reuse of recycled water from STP for proposed offices near Heritage Building.

Non-Rainy Season-

Description Value Unit

STP Capacity 84 Cum/day
Reclaimed water after losses in STP @ 85% 72 Cum/day
Flushing requirement 37 Cum/day
Irrigation requirement (provision) (approximately) 10 Cum/day
HVAC water requirement 25 Cum/day
Balance treated water 0 Cum/day
Table 9-26: Reuse of recycled water from STP during non-rainy season

Rainy Season-

Description Value Unit

STP Capacity 84 Cum/day
Reclaimed water after losses in STP @ 85% 65 Cum/day

Flushing requirement 46 Cum/day

Irrigation requirement (provision in dry spell) 4 Cum/day

HVAC water requirement 26 Cum/day

Balance treated water 0 Cum /day

Table 9-27: Reuse of recycled water from STP during rainy season

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

2. Water balancing chart for Long Distance Terminal and DRM office

Figure 9.38: Water balancing chart for long distance and DRM office

Reuse of recycled water from long distance terminal ,Guest House and DRM office

Non-Rainy season:

Description Value Unit

STP Capacity 365 Cum/day
Reclaimed water after losses in STP @ 85% 310 Cum/day

Flushing requirement 169 Cum/day

Irrigation requirement (provision) (approximately) 37 Cum/day
HVAC water requirement 113 Cum/day
Balance treated water 0 Cum/day
Table 9-28: Reuse of recycled water from STP during non-rainy season

Rainy Season:

Description Value Unit

STP Capacity 365 Cum/day
Reclaimed water after losses in STP @ 85% 310 Cum/day

Flushing requirement 169 Cum/day

Irrigation requirement (provision in dry spell) 5 Cum/day

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

HVAC water requirement 136 Cum/day

Balance treated water Cum /day
Table 9-29: Reuse of recycled water from STP during rainy season

I Water Source, Storage, Type and Treatment

1. Source of Water
It is expected that the daily potable domestic water requirement for the CSMT shall be met through
Municipal water authority and shortfall by tanker water.
Run off from roof top will be used for domestic purpose in rainy season after suitable treatment.
2. Water treatment
Considering Municipal water supply is potable water. Inlet of Municipal water is in fire tank and then
overflow of fire tank will be in raw water tank, after treatment it will be stored in Treated water tank.
Separate raw rain water tank is proposed to store terrace runoff. Water received from the Terrace runoff
rain water will be stored into the raw rain water tanks and then through Water Treatment Plant it gets
treated and stored in the domestic raw water tank, further treatment it will stored in treated water tanks
for further distribution.
3. Water Treatment plant for Terrace rain water-
Rainwater from Roof tops shall be treated, stored and reused during monsoons for Domestic purpose
and remaining part shall be let off into external storm water drains. Thus, the Municipal intake can be
reduced during Monsoon season. The treatment shall involve feed water pumps, chlorine dosing, Multi-
grade filter and Activated carbon filters to reduce the suspended solids. The Treatment system is
provided with pump of suitable flow rate, head. The treated water is usually taken to a tank & pumped
for further use. The bypass drain will be connected to nearby drain. The treatment system is provided
with adequate instrumentation & interlocks to ensure smooth operation. By adopting this technique
approximately 10% of annual potable water demand can be met through roof water treatment.

4. Domestic Water: The treated water will be used for domestic purposes like rinsing spray next to
W.C, tap of wash basins and wash hand sink at individual shops.

5. Drinking Water: The domestic water shall be treated by further localized treatment plant process
and supplied to drinking water taps.

6. Flushing Water: Flushing water for the project shall be sourced from the sewage treatment plant
(STP) after adequate tertiary treatment at STP.

7. Irrigation Water: Water required for landscape areas shall be sourced from the STP and shall have
acceptable parameters as per governing requirement.

J Water Distribution

1. Domestic and Flushing Water

The distribution system will be designed considering domestic & flushing water requirement of
commercial units on each floor, frictional losses, static head and residual head.

Hydraulic design involves optimizing the suitable diameter to get residual pressure of 1.0 kg/cm 2 at
farthest tap point.

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Finalization of Master Plan and Feasibility
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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Cold water supply can be done by employing transfer pump to fill overhead tanks and water can be
distributed by Gravity.

2. Irrigation Water

The landscape water supply system comprising of pumping, piping, water supply nozzles and control
equipment shall be designed and built by the appointed irrigation water supply specialist/vendor. Water
for irrigation shall be sourced from STP.

The following piping materials are proposed. Client need to be confirmed.

Water supply Transfer GI/uPVC Sh40, Sh80/cPVC

Water supply in shaft down takes GI/uPVC Sh40, Sh80/cPVC
Water supply Internal GI/uPVC Sh40, Sh80/cPVC

For commercial units - Water storage tank for domestic, flushing (no connection between flushing and
domestic tank) and firefighting purpose are placed on below ground level along with the required pump
rooms.

All inlets, outlets, washouts, vents, ball cocks, overflows control valves and all such other piping
connections including level indicator shall be provided for underground water storage tanks.

Full way gate valves/ butterfly valves of approved make shall be provided as close to the underground
tank as practicable on every outlet pipe from the storage tank, except the overflow pipe. Overflow and
vent pipes shall terminate with mosquito proof grating.

The overflow pipe shall be so placed as to allow the discharge of water being readily seen. The overflow
pipe shall be of size as indicated. A stop valve shall also be provided in the inlet water connection to the
tank. The outlet pipes shall be fixed approximately 75mm above the bottom of the tank towards which
the floor of the tank is sloping to enable the tank to be nearly emptied for cleaning.

All the water tanks (flooded suction) shall be fitted with level switch to monitor the water level in each
tank with the level indicator.
The pipe sizing shall be based on fixture unit calculation as per NBC/ASPE standard. The pipe size of
riser shall be restricted to nearest 4” size to optimize on capital cost, and for ease of installation and
maintenance. However, the maximum velocity in the water supply piping shall not exceed 2.4 m/second.

Water meters shall be provided in identified areas for Municipal supply, Domestic water transfer,
Flushing water transfer, Irrigation transfer, supply for consumption recording for efficient monitoring and
assessment. Head losses through water meter shall be accounted for in water distributions calculations.
The water meter used shall be of BULK Type confirming to IS: 2373 & measuring unit is Cubic Meter/
kilolitres.

Colour coding for flushing domestic and hot water supply piping shall be ensured for clear identification
of the piping.

K Water Distribution Scheme

1. Underground water storage
Underground water storage tank for domestic, flushing and firefighting purpose are placed below ground
floor along with the required pump rooms. The capacities of underground tanks are as mentioned in the
above table.

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Finalization of Master Plan and Feasibility
Report for Redevelopment of CSMT Station
Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

2. Water supply distribution scheme

Main water supply transfer pumps shall be installed at the pump room below ground floor. Water from
the Underground tanks will be pumped directly to Overhead tanks at terrace level. Fire water tanks shall
overflow in to the domestic water tanks abutting them.
Water shall be supplied by gravity to all the floors except top floor will be on booster system. Water
metering shall be done for individual shops (if required by client) etc.

L Sewage, Sullage and Storm Water Drainage

The following parameters/site conditions shall be kept in mind when designing the sewage, sullage and
storm water drainage system:

• Natural slope of the area;

• Layout of different facility in the complex;
• Sub-soil water table;
• Soil condition;
• Provision of Sewage lifting station if required;
• Provision of venting arrangement for manholes;
• Construction of manholes & laying of pipes considering ground condition;
• Termination of vent cowl at terrace level;
• Provision of adequate slope for horizontal header in the under slung pipes especially for public toilets

Sewage & Sludge Waste Drainage.

Internal Drainage:

Sanitary drainage piping inside toilet can be underslung / Sunk for some toilets areas. The piping shall
have the properties of tensile strength against sagging, acoustic to keep the noise level below hearing
level, Fire rating in order to prevent fire from propagating etc. uPVC/HDPE pipes as per IS standards or
EN standards are considered most appropriate to meet the above requirement.

The soil and waste shall be carried down in separate independently vented pipes. Two pipe drainage
systems shall be adopted as per NBC 2005. The sanitary, waste & vent system shall be water tight and
gas tight designed to prevent escape of foul gas and odour from various fixtures. Provision of anti-
siphon pipes shall be made for hygiene, safety considerations, and to avoid entry of foul smell into
occupied areas.

Vent system shall be designed to facilitate escape of gases and odour from all parts of sanitary and
waste system to the atmosphere at a point above the building and to allow admittance of air to all part
of the system, so that siphon action, aspiration or back pressure conditions do not cause loss of seal at
traps. Vent pipes shall be terminated about 1 meter above the top roof level.

The materials of soil waste down take pipes shall be as given below. Client need to be confirmed.

Location Pipe Material

Vertical pipes in plumbing shafts HDPE/uPVC
From transfer level/service floor level &
HDPE/uPVC/CI
podium ceiling
External sewer PVC-U

The soil & waste piping shall be underslung / sunk piping in the toilets and the horizontal header shall
be subsequently connected to the vertical stack located inside the associated pipe shaft which shall be

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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

coordinated carefully with other services and in consultation with Architect. Care shall be taken to avoid
pipe runs in electrical switch rooms, EPABX rooms and other critical areas.

Provision for cleaning and rodding eyes shall be made at strategic locations to allow the system
maintenance. These cleaning & rodding eyes shall be located in BOH areas, in ceiling space and shall
be remote from kitchen / pantry and other critical areas. Fittings with cleaning eyes shall be installed on
every connection of the internal soil n waste pipes to the vertical down takes in the shafts. Rodding eyes
shall be provided for the ceiling suspended pipes at every direction change.

Drain channel shall be provided in the plant room areas within the floor fill above the raft. They shall
have adequate slope to affect self-cleaning velocity. If required sump shall be provided in the plant
room/STP. For each sump, 2 nos. submersible pumps (1 working + 1 standby) shall be provided for
disposal of collected run-off. Pumps shall be installed in identified sumps and shall be operated by Hi-
Lo level switches with automatic changeover between both pumps.

The construction of manhole, gully trap & catch basin shall be in accordance to the soil condition at site.

M Sanitary fixtures and fittings

All sanitary wares shall be selected by the Architect / Interior Designer & suit for the Green Building
Norms.
Low flow bathroom fixtures: Water can be conserved by installing low flow fixtures in Toilets. Water
efficient plumbing fixtures which are recommended for a credit under Green building innovative
wastewater technology, water use reduction by 20% to 30%.

N Sewage Treatment Plant (STP)

Sewage Treatment Plant (MBBR) Capacity 365 KLD for long distance terminal + DRM office and 84KLD
for Offices near heritage mode will be designed in for Modular operation.

The Sewage Treatment Plant includes three steps:

a) Primary Treatment: For removal of larger floating matter and suspended solids from sewage
water. This will reduce additional BOD load and prevents damage to compressors, motor
and pump.

b) Secondary Treatment: For reduction of BOD/COD of raw sewage.

c) Tertiary Treatment: For finishing and removal of traces of impurities from treated sewage water.

Primary Treatment:

Bar Screen: The sewage is screened before using mild steel grate bars. Any solid particles thus
screened off shall be manually removed periodically and disposed through municipal source as it
contains organic waste only. Also this organic waste can be collected in a pit, located in a remote place
and allowed to become “compost”, which could be used as organic manure for gardening. This process
not only reduces BOD but also prevent any damage to running motors.

Secondary Treatment:

1) Equalization Tank: The wastewater from the bar screen is collected in the transit collection sump for
equalization. The equalized wastewater is passed into an aeration tank. Further, to keep the wastewater
in this tank fresh and to get uniformity, the contents in this sump are aerated by means of membrane
diffusers, which are fed by a common blower.

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2) MBBR Aeration Tank: The wastewater thus received in the MBBR reaction tank is treated by attached
growth aerobic (MBBR) biological treatment in the chamber. The MBBR reaction tank is provided with
membrane type air diffusers and media for the growth of micro-organism. The micro-organisms grow
on the PVC media and hence it is known as attached growth process. The main air header is connected
to a rotary lobe type blower, which delivers the required quantum of air to the system. With organic
matter as food and oxygen for respiration, the aerobic bacterial volume increases day by day and starts
consuming the organic matter present in the water and organic matter present in the effluent for more
uniform digestion of the organic matter. This would result in uniform residual BOD. Addition to bio
enzymes to the aeration tank will reduce the complex organic matter.

3) Settling Tank: The overflow from the aeration tank is passed to a secondary settling tank, which has
a hopper bottom to settle the biological sludge. This settled sludge with the help of pumps is circulated
form this tank to the aeration tank. The 75% recirculation of the sludge is needed to maintain MLSS in
the aeration tank. The remaining 25% sludge is dried in sludge drying beds. The overflow from the
settling tank is taken to clarified water tank.

4) Centrifuge: The sludge is re-circulation in aeration tank and excess sludge is dewatered by
Centrifuge. This dry sludge can be used as solid manure for agriculture and gardening.

Tertiary Treatment:

The treated water stored in the clarifier water tank and shall be pumped through a Dual Media filter
(Media: Activated Carbon & Graded Sand), where the colour, turbidity and COD present will be
completely minimized. The treated water is then collected in the final collection tank. Before reaching
this tank, water stream is passed through UV disinfector for the disinfection. The treated water so
collected shall be pumped and used for gardening and irrigation. Also, the same water shall be used for
back washing of filters. The back wash drains, filter rinse drain, regeneration water and the decanted
water shall be pumped/drained back to the equalization tank.

Parameter Value
Before Treatment After Treatment
PH 7 – 8.5 6.0 – 8.5
BOD 250 – 400 Mg / L Less than 5 Mg / L
Suspended Solids 200 – 450 Mg / L Less than 5 Mg / L
COD 600 – 800 Mg / L Less than 30 Mg / L
Oil & Grease 50 Mg / L Less than 5 Mg / L
Detergents 50 – 100Mg / L Less than 5 Mg / L
Table 9-30: Parameters values of water before and after treatment

Sewage Generation Source:

The main sources of incoming sewage to STP shall be from kitchens & toilets.

Design basis

Nature of effluent : Sewage and Kitchen waste.

Mode of Application of treated water : Flushing, Landscape.

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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Figure 9.39: Sewage treatment plant: MBBR

The advantages of MBBR system are:

Quick execution using prefabricated tanks. System height variable as per site requirements:

• Scalable and modular for easy ramp-up as and when the load for the plant increases
• Minimum civil works, thereby reducing the gestation period of installation
• Semi-Automatic, so minimal manpower intervention
• Pre-engineered with standard proven design using high quality and reliable equipment Order-free
with intelligent controllers, to optimize operations at any given point in time.
• Technology chosen with flexible operating cycle to meet end-use quality requirements
• Flexibility of tank selection – prefabricated or to be constructed
• Strong service back-up across India

Treatment Scheme:

• Screening of the effluent

• Collection of sewage in Equalization Tank
• Pumping of sewage from Equalization/Collection Tank to Reactor Tanks
• Biological decomposition in Engineered Reactor Tanks
• Sludge dewatering and disposal through Filter press
• Filtration through Multi Grade Filter (MGF)
• Filtration and Polishing with Activated Carbon Filter (ACF)
• Disinfection by Ultraviolet disinfection system
• Collection of treated water in treated water collection tanks
• Disinfection by ozonation.
• Softening of treated water with the help of Softener for commercial use if any

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Finalization of Master Plan and Feasibility
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and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

O Storm Water Drainage

Separate and independent storm water drainage system shall be provided for the project. Storm water
soft scape, hardscape, roads, paved areas etc. shall be collected though catch basin/drain channels.
Perforated pipe drainage system shall be provided for open-to-sky courtyard/lawn at podium level.

Storm water from all above surface shall be carried through drain channels (either covered by grating
/open channel). Rainwater harvesting pits shall be proposed on the main storm water channels.

Balance storm water after harvesting will be discharged to municipal sewer /natural nallas.

P Rainwater Harvesting

The Rainwater harvesting is a good means of conserving water during monsoon.

The rainwater falling on the roof / terrace of the all buildings shall be carried down to the ground level
and further connected to external storm water drain channel which will be further connected to
percolations pits all around the site. Overflow from the percolation pits will be connected to the
external storm water drain channel

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9.4 Fire fighting

Existing firefighting & fire protection system for CSMT
An underground water storage tank of 270,000 litre capacity is located near the Lighting Sub-
station. Two pumps of rating Head (H) 42 M and Flow (Q)= 22 l/s are installed above this tank
to cater the water requirement of Fire Hydrant System.

Fire Hydrants have been installed at certain locations; however, no sprinklers and other such special
firefighting devices have been installed. Fire Hydrant points are provided at DRM Building,
Annexe Building, CEE Office Building, Platform no.9 and 12, near Cloak room, near post office
box opposite Dena bank.

The back end of the fire-fighting system is inadequate as there is not separate fire-fighting storage
tank. The pumps installed are not as per norms.

The fire-fighting installation in CST is grossly inadequate and future design needs to take care of the
fire requirements of the various building

The back end of the fire-fighting system is inadequate as there is not separate fire-fighting storage
tank. The pumps installed are not as per norms. There is no provision of any other fire-detection or
fire-fighting system in the long-distance terminal.

The fire-fighting installation in CST is grossly inadequate and future design needs to take care of the
fire requirements of the various buildings.

Figure 9.40: Underground tank location

Source: AREP

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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

Proposed Fire Fighting & Fire Protection System For CSMT

A Reference Standards
The design and planning of Fire Protection System shall be done keeping in view the following criteria:

• National Building Code Sept 2005: Part IV for Fire Protection

• Amendment to national building code 2005 dated 02 august 2015.
• Local Byelaws.
• Relevant BIS codes: Specifically, IS: 3044, IS: 5290 and IS: 5312, IS: 908 and IS: 2190, IS: 3844,
IS: 15105.
• NFPA & TAC Manual (for reference and guideline).
• Consultation with local Chief Fire Officer.

B Basis/ Concept of Design

The firefighting arrangement shall be designed as per the requirement of local guidelines, NBC &
engineering design standard.
The entire fire safety installation shall be compliant with the most stringent codes / standard for the
building to ensure the highest safety standard and uniformity of system. Further, before property is
opened to public, the fire protection shall be fully operated and tested under simulated conditions to
demonstrate compliance with the most stringent standards, codes and guidelines. All the equipment
shall be cfc/hcfc/hallon free equipment as per green homes norms.

Following functional system shall be provided; strictly in compliance with the listed reference standards:

S.no. Functional System Codes specification

proposed in CSMT

A Piping System Piping system confirming to IS: 1239

B Fire water static storage Fire water static storage has been provided in accordance to
NBC requirement

C Fire Pumping System Pumping system comprising of independent pumps for

hydrant, sprinkler & jockey application has been provided.

D Hydrant System External & internal complete with hose reel

E Sprinkler system Sprinkler rating and type shall be selected for respective
areas.

F Booster pump Booster pump shall be installed on terraces of each building

G Trolley mounted CO2 system For transformer room/ LT Panel room/ DG Room, all as per
the local byelaws.

H Handheld fire extinguishers Strategically placed at designated areas.

Table 9-31: Codes followed for proposed functional system

Source: Author

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Finalization of Master Plan and Feasibility
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and Associated Redevelopment/ Commercial
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C System Description

1. Fire water storage & Distribution

Fire Storage and Pumps Calculations

Capacity of firefighting water tank: Fire water storage tank of capacity 200 cum as per NBC 2016 has
been proposed for long distance terminal. Fire water storage tank of capacity 100 m3 each has been
proposed for DRM office and proposed new office building near Heritage node. This needs to be
confirmed by local Chief Fire Officer (CFO).
Note: -These values of capacities of firefighting storage shall be changed as per provisional fire
NOC/CFO requirements.

Figure 9.41: Pumps

2. Water Flow

The water from Municipal water supply enters the fire tank & then overflows into Domestic water tank.
Such arrangement is made for re-circulation of water to avoid water stagnancy.

Water supply scheme for firefighting: Main fire Tanks with the pumping systems shall be located in pump
room near fire tank area. Hydrant and sprinkler ring main shall be proposed on the ceiling of basement
floor. From ring main water will be supplied to hydrant and sprinkler riser. Sprinkler shall be provided in
the parking area, lobby area at each floor & inside the apartments.

One Fire Hydrant shall be provided on each floor of each building. Booster pump will be provided on
the terrace floor for pressuring and will be connected to fire risers.
External hydrants are provided all around the podium & on periphery of ground floor. Control Valves
shall be proposed at appropriate locations for the ease of O&M.

Figure 9.42: Fire hydrant

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and Associated Redevelopment/ Commercial
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D Brief for Major Equipment

1. Piping & Fitting

Galvanized steel pipes (heavy class) as per IS: 1239 shall be provided throughout the Complex. Pipes
buried below ground shall be suitably lagged with 2 layers of 400 micron polythene sheet over 2 coats
of bitumen.

All pipe clamps and supports shall be fabricated from MS steel sections and shall be factory galvanised
before use at site. Welding of galvanised clamps and supports shall not be permitted.

Pipes shall be hung by means of expandable anchor fastener of approved make and design. The
hangers and clamps shall be fastened by means of galvanised nuts and bolts. The size/diameter of the
anchor fastener and the clamps shall be suitable to carry the weight of water filled pipe and dead load
normally encountered.

Hangers and supports shall be thoroughly galvanised after fabrication. The selection and design of the
hanger & support shall be capable of carrying the sum of all concurrently acting loads. They shall be
designed to provide the required supporting effects and allow pipeline movements as necessary. All
guides, anchors, braces, dampener, expansion joint and structural steel shall be attached to the
building/structure.

Flanged joints shall be used for connections for vessels, equipment, flanged valves and also on two
straight lengths of pipelines of strategic points to facilitate erection and subsequent maintenance work.

2. Grooved pipe & Fittings

Grooved Fitting is the alternative option for the welding, threading or flanging method. GI piping will be
rolled or grooved & pressure testing process will be as per the standard codes & guidelines. All the
necessary fitting like couplings, valves, bends, tees etc. will be the grooved fitting only. Following are
advantages for the grooved fitting.

• 5 times faster than welding

• Union at every joint provide superior long-term maintenance, retrofit and system access
• Rigid and flexible systems
• Sound and vibration attenuation
• Seismic resistance
• 360-degree rotation of joints
• Project schedule reduction up to 50%
• No flame or fire hazards, no power, no radiography
• Installation unaffected even during rain
• No skilled manpower required

3. Fire Hydrants:

a) External Hydrants

• External hydrants shall be provided all around the building. The hydrants shall be controlled by a
cast iron sluice valve or butterfly valve. Hydrants shall have instantaneous type 63 mm dia outlets.
The hydrants shall be double outlet with CI duck foot bend and flanged riser or required height to
bring the hydrant to correct level above ground.

• For each external fire hydrant two numbers of 63mm dia. 15 m long controlled percolation hose pipe
with gunmetal male and female instantaneous type couplings machine wound with GI wire, gunmetal
branch pipe with nozzle shall be provided.

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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

• Each external hydrant hose cabinet shall be provided with a drain in the bottom plate.

• Each hose cabinet shall be conspicuously painted with the letters “FIRE HOSE”.

b) Internal Hydrants

• Internal hydrant shall be provided on each landing and other locations as required by NBC with
double headed gunmetal landing valve with 100 mm dia inlet, with shut off valves having cast iron
wheels. Landing valve shall have flanged inlet and instantaneous type outlets.
• Instantaneous outlets for fire hydrants shall be standard pattern and suitable for fire hoses.
• For each internal fire hydrant station two numbers of 63 mm dia. 15 m long rubberized fabric lined
hose pipes with stainless steel male and female instantaneous type coupling machine would with GI
wire, fire hose reel, gunmetal branch pipe with nozzle shall be provided.
• Standard fire hose reels of 20mm dia. high pressure rubber hose 36.5 m long with gunmetal nozzle,
all mounted on a circular hose reel of heavy-duty mild steel construction having cast iron brackets
shall be provided. Hose reel shall be connected directly to the wet riser with an isolating valve. Hose
reel shall be mounted vertically.
• Each internal hydrant hose cabinet shall be provided with a drain in the bottom plate. The drain point
shall be led away to the nearest general drain.
• Each internal hydrant hose cabinet containing items as above shall also be provided with a nozzle
spanner and a Fireman’s Axe. The cabinet shall be recessed in the wall.
• Each hose cabinet shall be conspicuously painted with the letters “FIRE HOSE”.

4. Hose Reel

Hose reel shall be heavy duty, 20 mm dia. length shall be 36.5-metre-long fitted with gun metal
chromium plated nozzle, mild steel pressed reel drum which can swing up to 170 degree with wall
brackets of cast iron finished with red and black enamel complete.

5. Sprinkler System

Elaborate automatic sprinkler system is required for T1 to T5 Buildings & the same shall be provided in
the public areas, inside of apartments &lobbies of apartment buildings at each floor for T1 to T5 Buildings
same for EWS tower. The system shall be suitably zoned for its optimum functional performance.
Normal Pendent/Upright/Side throw type sprinkler will be used for entire complex.

The sprinkler system shall be provided with control valves, flow and tamper switches at suitable location
and shall be connected to control module of the fire alarm system for its monitoring and annunciation in
case of activation.

Sprinkler type along with its bulb rating shall be selected based on the requirement of the space and
shall be specified accordingly. Inspector’s test valve assembly with sight glass shall be provided at
remote end with discharge piped to drain outlet / pipe.

6. Quartzoid Bulb Automatic Sprinkler

Sprinkler heads shall be made of brass/ quartzoid bulb sufficiently strong, in compression to withstand
any pressure, surge or hammer likely to occur in the system. The yoke & body shall be made of high-
quality gun metal brass with arms streamlined to ensure minimum interference with the spread of water.
The deflector of suitable design shall be fitted to give even distribution of water over the area
commanded by the sprinkler.

The bulb shall contain a liquid having a freezing point below any natural climatic figure and a high
coefficient of expansion. The temperature rating of the sprinkler shall be stamped on the deflector & the

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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

colour of the liquid filled in the bulb shall be according to the temperature rating as per NFPA standard.
The sprinkler heads shall be of type & quality approved by the local fire brigade authority. The inlet shall
be screwed.

The sprinklers shall have 15 mm nominal size of the orifice for ordinary hazard. The orifice size shall be
marked on the body or the deflector of the sprinkler. Metal guards for protection of sprinkler against
accidental or mechanical damage shall be provided.

7. Sprinkler Installation

Sprinkler heads (fully recessed or semi-recessed) shall be quick response type, located in positions
shown on the drawings. The maximum spacing between sprinkler heads and coverage area shall not
exceed those stipulated in the NFPA 13 Rules.

The Fire Protection Services Trade shall co-ordinate with the ceiling Trade to set out the sprinkler
locations to suit the site location of the unit grid. Chrome plated wire mesh guards shall be used to
protect the sprinkler heads which are liable to accidental or mechanical damage.

8. Flow Requirements

The flow requirement for sprinkler heads shall be specifically approved for the designated area of
installation to ensure compliance to AMAO based upon hazard classification.

9. Orifice Plates

For restricting pressure at lower levels in the sprinkler system, orifice plates of appropriate sizes shall
be fitted at different floor levels, at the branching points from Riser Main.

The Diameter of such orifice shall not be less than 50% of the dia. of pipe into which it is to be fitted,
which shall not be less than 50mm dia. These orifice plates must be of stainless steel with plain central
hole without burrs, and the thickness shall be 3mm for pipe size up to 80 mm, 6 mm for pipes from 80
to 125 mm dia. and 9 mm for pipes greater than 125 mm dia. Such orifice plate must have a projecting
identification tag.

The orifice plate shall be fitted not less than two pipe internal diameters downstream of the outlet from
any elbow or brand.

10. Installation Control Valves

Each installation shall be provided with a set of installation control valves comprising:

• An Alarm Valve.
• A Water Motor Alarm & Gong.
• Installation valves shall be installed on the sprinkler circuits as shown on the drawings.
• Installation valve shall comprise of a cast iron body with gunmetal trim, and double seated clapper
check valves, pressure gauges, test valve and orifice assembly and drain valve with pressure
gauges, turbine water gong including all accessories necessary and required and as supplied by
original equipment manufacturer and required for full and satisfactory performance of the system. A
cast iron isolation valve with lock and chain at the inlet of the installation valve shall be provided.

11. Inspection and Test Valve Assembly

Inspection and testing of the automatic starting of the sprinkler system shall be done by providing an
assembly consisting of gunmetal valves, gunmetal sight glass, bye-pass valve and orifice assembly.

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Project Number: 60650573
and Associated Redevelopment/ Commercial
Development at Byculla/ Wadi Bunder

12. Flow Switch

Flow switch shall have a paddle made of flexible and sturdy material of the width to fit within the pipe
bore. The terminal box shall be mounted over the paddle/ pipe through a connecting socket. The Switch
shall be Annunciation Panel. The flow switch shall have connections for wiring the seat shall be of S.S
to the Annunciation Panel. The flow switch shall have IP: 55 protection.

The flow switches work at a triggering threshold bandwidth (flow rate) of 4 to 10 GPM. Further, it shall
have a ‘Retard’ to compensate for line leakage or intermittent flows.

13. Fire Pump

The fire pump shall be horizontally mounted. It shall have a capacity to deliver and developing adequate
head so as to ensure a minimum pressure at the highest and the farthest outlet.
The pump shall be capable of giving a discharge of not less than 150 per cent of the rated discharge,
at a head of not less than 65 per cent of the rated head. The shut off head shall be within 120 per cent
of the rated head.

The pump casing shall be of cast iron and parts like impeller, shaft sleeve, wearing ring etc. shall be of
non-corrosive metal like bronze/brass/gun metal. The shaft shall be of carbon steel. Provision of
mechanical seal shall also be made.
Bearings of the pump shall be effectively sealed to prevent loss of lubricant or entry of dust or water.
The pump shall be provided with a plate indicating the suction lift, delivery head, discharge, speed and
number of stages. The pump casing shall be designed to withstand 1.5 times the working pressure.

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CHAPTER 10:
CONSTRUCTION METHODOLOGY

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10. TENTATIVE CONSTRUCTION METHODOLOGY

The existing terminal of CSMT is a wide-spread facility with humongous footfall and passenger
movement. Redevelopment of this facility needs to be planned and undertaken duly considering the
space availability and movement constraints both inside and outside the existing facility. The desired
redevelopment into a world-class facility involves some new construction, some renovation and
refurbishment, and some demolition of existing structures. Various aspects of the proposed construction
methodology are as follows:

10.1 Possible Access for Construction Material & machinery to Station

• The station is surrounded on all the sides by heavy vehicular traffic roads. These will have to
be used, during specified hours only, to transfer the materials and machinery to the station
complex.

• Additionally, access can be through the rail lines using diesel engines and VRFs to transfer the
materials from the proposed fabrication and stacking yard at Wadi Bunder.

• The following sketch shows the various possible access routes:

Figure 10.1: Possible access for construction material & equipment within the station complex
Source: Author

• To avoid the traffic congestion and the impact on pedestrians during the on-road movement of
materials and equipment’s, it is recommended that the contractor must discuss in advance with
the local traffic and transport departments – for better management.

• As the construction works needs to be carried along with the ongoing station operations,
contractor will need to move the materials and equipment’s within the station complex only
during specified hours.

• Contractor will need to develop logistics plans for both within and outside the existing station
complex and get approval from the Authority before implementation.

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▪ The following two sketches can be used for reference purpose:

Figure 10.2: Proposed Traffic Block During Construction hours

Source: Author

Figure 10.3: Scheme for movement & parking of construction equipment inside CSMT premises
Source: Author

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10.2 Construction Methodology For Foundations

Foundation works needs to be undertaken on the existing platforms, between existing rail tracks, at the
location of demolished buildings, and on vacant land in few cases - with minimum disturbance to the
ongoing station operations.

Considering space constraints, the following foundation types have been suggested - However, EPC
Contractor needs to verify these (before execution) based on the Geotech study and detailed design.

Pile Foundation – Bored cast-in-situ piles, Micro piles, and Precast piles
• Use of precast piles is suggested to decrease actual site construction time.

• Use of micro piles is suggested wherever heavy load needs to be catered within limited space.

• After space clearance at the location of new foundation, piles are casted / placed using piling
rigs.

• Pile caps are to be constructed on single or multiple piles – as per detailed design & load
requirements.

Figure 10.4: Various assumed foundation types – Piles

Source: Author

Isolated Footing / Shallow Foundation

• At several locations, isolated footing / shallow foundations might also be required.

• Pocket excavation at individual foundation location would be required.

• To decrease the construction time at location of the foundation, it is recommended to prepare

the reinforcement cage for footing/column at factory/fabrication yard.

Figure 10.5: Isolated footing

Source: Author

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A CONCRETING OF FOUNDATIONS USING EXISTING FOB/PROPOSED

SKYWALK/LAUNCHING GANTRY

• Concrete can be transferred to the individual location of the foundations by placing concrete
pipelines and concrete pumps on the existing FOB / proposed FOB, proposed skywalk /
launching gantry.

• Transit mixer, concrete pump, and boom placer (for long distance concreting) can be placed on
the vacant land on PDMELLO road and on the lane next to NAB building.

Figure 10.6: Scheme for Concreting of foundation using FOB

Source: Author

B SCHEME FOR PILING WORKS ON EXISTING PLATFORMS UNDER EXISTING ROOF

• Due to height restriction, Micro pile Rigs can be used to work on the existing platforms under
existing roof.

• Micro pile Rigs can go up to existing platform level from north side or heritage plaza side – by
creating ramps.

• Rigs can be transferred from one platform to another by placing drop sections across platforms
and CC Cribs.

• Vacant land towards PD Mello Road, one dedicated platform of long-distance node, small green
areas near sub-urban node and a portion of platform no. 1 can be used to park the rigs during
the daytime / non-construction hours.

• For turning, Rigs can use the suburban and long-distance concourse.

• Micro pile Rigs need approx. 5-6M height.

• Footprint / floor space required by the Rig = Approx. 4M X 4M.

• Demolished materials and muck generated during foundation work can be disposed by using
DIESEL ENGINES and BRFs outside CSMT to nearby areas

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Figure 10.7: Scheme for taking micro piling rigs to foundation location( on existing platforms)
Source: Author

Figure 10.8: Scheme for doing piling work on existing platforms using micro piling rigs
Source: Author

Figure 10.9: Pictorial representation of pile driving works on platforms

Source: Author

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C TENTATIVE PRODUCTIVITY FOR PILING WORK ON THE PROJECT

Figure 10.10: Productivity for piling rigs

Source: Author

Figure 10.11: Productivity of piling work on the project

Source: Author

Figure 10.12: Productivity of piling work

Source: Author

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D MASS EXCAVATION FOR PROPOSED DOUBLE BASEMENTS

Mass excavation for proposed double basements will be required for the DRM Complex, LD Retail, Part
of LD Node, New Heritage Node Buildings.

• Shoring is proposed to prevent collapse of the surrounding soil - due to space constraint.

• Excavated soil to be removed from the area during specified/ allowed hours only.

Figure 10.13:Mass excavation for double basements

Source: Author

E LAUNCHING SCHEME
• Proposed usage of Launching Platform which connects the stacking yard across LD platforms
and up till Sub-urban platforms

• High-capacity cranes can be used to move and place the heavy steel members on the
launching platform

• Once the members have been placed on the Launching Platform, they can be then moved over
it up till the desired location by rollers

Figure 10.14: Proposed launching system

Source: Author

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CONSTRCTION METHODOLOGY FOR SUB-URBAN NODES

• Work is to be carried out on existing Sub-Urban platform nos. 1 to 7 for an approximate platform
length of 100m.

• It is a new construction after demolition of existing smaller roof truss, columns and foundation
of the suburban platform area.

• Work shall be carried out during Night hours between 23:00 hrs to 05:00 hrs.

• Precast concrete Micro Piles shall be used for foundation and Pre-fabricated steel columns/
deck for sub & superstructure

• Concrete work shall be facilitated through D.N Road and RMC Concrete shall be used for the
work.

• Incremental method of construction is proposed to be adopted for decking and further upper
floor work of Sub-Urban Node.

• Fabrication yard shall be established in Wadi-Bunder Yard.

• Railway Wagon and Diesel engine shall be used for movement of fabricated / precast and
disposal of surplus materials from the site up to disposal yard at Wadi Bunder.

Figure 10.15: Proposed Suburban node attached to NAB building

Source: Author

Figure 10.16: Cut section explaining new suburban node

Source: Author

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A TENTATIVE CONSTRUCTION SEQUENCE

The sequence for tentative construction sequence is as follows:

1. Foundation - Execute pile foundations joined by pile caps

2. Demolish old roof truss, columns, and foundation.

3. Ground to Second Floor Level

o Construct RCC columns from pile cap top to second floor level.

o Base plate to be fixed at second floor level on top of RCC columns with lugs / anchor
bolts before concreting.

4. Second Floor

o Prefabricated steel columns connected to base plate with anchor bolts.

o Steel columns proposed in hollow built-up sections / composite sections / as per

detailed design.

o Deep concrete beams spanning along the platform between the concrete columns (15-
25m c-c).

o Plate girders spanning across the platform and resting on top of deep concrete beams.

o Base plates (for fixing plate girders) placed on top of deep concrete beams with lugs /
anchor bolts before concreting.

5. Third Floor and Roof Level

o Steel columns continued.

o Plate girders (instead of deep concrete beams) spanning along the platform between
the steel columns.

o Plate girders spanning across the platform and resting on the main plate girder below
– bolts used for connection.

o Plate girders of approximate spans 10m to 25m to be erected in 1 or 3 pieces. Central

piece connected to corner pieces by splice joints.

o At Third Floor, the façade is proposed to match with the adjacent Vierendeel truss (of
Skywalk/Retail).

o Steel beams (in built-up I-sections/ Channels) spanning across the platform are fixed
from inside on steel columns – with in-situ rivet joints.

o Diagonal built-up sections fixed on these steel beams from outside – with in-situ rivet
joints.

6. Other Works

o Install transverse steel sections at every 2-2.4m on plate girders at second, third and
roof levels with in-situ rivet joints – to support metal deck sheets / light weight metal
roof sheets.

o Install Façade Glazing steel sections (from inside) at third floor; SS façade railing at
second floor.

o Overall paint on steel for Fire and Rust protection.

o Install metal deck sheets at second & third floor levels with mechanical anchors.

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o Concrete top over metal deck slab (with nominal reinforcement/ as per design).

o Erect light weight metal sheets at roof level by screws. Fix gutters.

o Execute MEP and finishing works.

o Works inside retail spaces to be undertaken by individual owners.

o Repair and finishing of concourse / platforms also to be undertaken.

B CONSTRUCTION METHODOLOGY FOR LONG DISTANCE PLATFORM

1. Work is to be carried out on existing long distance platform nos. 14 to 18.

2. It is a new construction after demolition of existing roof truss, columns, and isolated footings of
the long-distance platform area.

3. Work shall be carried out during Night hours between 22:00 hrs to 06:00 hrs.

4. Precast concrete Micro Piles shall be used for foundation and prefabricated steel columns/ deck
for sub & superstructure

5. Concrete work shall be facilitated through P D’mello Road and RMC Concrete shall be used for
the work.

6. Incremental method of construction is proposed to be adopted for decking and further upper
floor work of Long-Distance Node.

7. Fabrication yard shall be established in Wadi-Bunder Yard.

8. Railway Wagon and Diesel engine shall be used for movement of fabricated / precast and
disposal of surplus materials from the site up to disposal yard at Wadi Bunder.

Figure 10.17: Section through existing platform

Source: Author

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C TENTATIVE CONSTRUCTION SEQUENCE

1. Foundation - Execute pile foundations joined by pile caps

2. Demolish old roof truss, columns, and foundation.

3. Columns

o Construct RCC pedestals from pile cap top to platform level

o Base plate (for steel columns) to be fixed on top of RCC columns with lugs / anchor
bolts before concreting.

o Proposed steel column sections = Hollow built-up / As per detailed design.

o Steel Columns approx. 8.5 m above RCC column top – preferred erection in single
piece.

o Steel Columns connected to base plate with anchor bolts.

4. Roof

Figure 10.18: Arch Truss - Reference Image

Source Google

o Proposed roof in arch truss with metal plate beams. Span 35-45m.

o Prefabricated / factory made truss with AI welding.

o Proposed erection in 3 or 5 pieces at actual location with splice joints – for each arch
span.

o Truss fixed on top/ sides of steel columns with in-situ rivet connections.

o Proposed system of purlins in steel sections fixed over truss with rivet joints.

o Support to roof sheet proposed at every 2 to 2.4m.

o Overall paint on steel for Fire and Rust protection.

o Light weight metal roof with skylights fixed on purlins with screws.

o Fixing gutters.

5. Other Works

o Repair and finishing of concourse / platforms below

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1344147/2022/O/o CPM/MUMBAI

D CONSTRUCTION METHODOLOGY FOR LONG DISTANCE RETAIL BUILDING

It is a new construction over vacant land next to existing long distance platform areas. This building
intends to provide four floors of retails facilities. This building will also get connected to the nearby long
distance node building, which is also a new construction on vacant land, at second and third floor levels.

Figure 10.19: Section through the long-distance retail building, long distance node building and their interconnection (at
second and third floor level)
Source: Author

o Proposed Building is of (2B+G+3) floors.

o RCC Framed structure.

o RCC Columns spanning between 7.5 to 9.5m, RCC Shear/ Retaining Walls.

o RCC or Post tensioned (PT) slab with drop/band beams.

o Peripheral beams for lateral restraint.

o Composite columns (I-sections encased in concrete & r/f only for the last grid–to provide
support for connection structure also

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1344147/2022/O/o CPM/MUMBAI

o Precast concrete micro piles for foundation and prefabricated steel sections for the structure
works are recommended

o Various construction materials and equipment, Concrete in the form of RMC only – can be
facilitated through the adjoining PD Mello Road

E TENTATIVE CONSTRUCTION SEQUENCE

1. Excavation

o Proposed shoring before excavation (due to space constraint)

o Mass excavation for two basements

2. Foundation - Execute pile foundations connected with pile caps / stitch slab

3. Two Basements

o Construct RCC Retaining walls, RCC Shear walls, RCC Columns and RCC Slab

o Waterproofing on outer face of retaining walls and lower basement floor level

4. Ground to Third Floors

o Construct RCC Columns, RCC Shear Walls, RCC / PT Slab

o Only for the last grid = Proposed Composite Columns from Ground to Third Floors = To
provide support for connection structure also

o I-sections fixed on top of basement RCC columns by base plates and anchor bolts

o Erection of floor-to-floor I-sections – to be encased in column reinforcement & concrete

o Reinforcement of peripheral floor beams & slab to terminate in composite columns

o Plate girders for connection structure to be placed on these I-sections at second, third and
roof levels - by in-situ rivet joints

o Column/Beam/Slab concreting for this particular grid to be done after installation of plate
girders

5. Connection structure between LD Retail Building & LD Node Building (at second & third floor
levels)

o Approx. 35m clear span of proposed steel structure - plate girders to be erected in 3 pieces
by mobile cranes

o Corner plate girders supported to I-sections of peripheral composite columns – by in-situ

rivet joints – in both the buildings (LD Node Building and LD Retail Building)

o Central piece of plate girders connected to corner piece of plate girders by splice joints.

o Install transverse steel sections at every 2 to 2.4m on plate girders at second, third and roof
levels with in-situ rivet joints – to support metal deck sheets / light weight metal roof sheets

o Overall paint on steel for Fire and Rust protection

o Install metal deck sheets at second and third floor levels with mechanical anchors.

o Concrete top over metal deck slab (with nominal reinforcement/ as per design)

o Erect light weight metal sheets at roof level by screws. Fixing gutters

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1344147/2022/O/o CPM/MUMBAI

6. Other Works

o Internal / external walls in AAC Blockwork.

o Façade = Plaster, Paint, Stone Cladding, Glass Windows.

o MEP and Finishing works to be undertaken.

o Works inside retail spaces to be undertaken by individual owners

F CONSTRUCTION METHODOLOGY FOR CRAWFORD MARKET FOB

It is a new construction over existing railway tracks, intended to provide direct pedestrian access from
Crawford market to station nodes.

Figure 10.20: Reference image

Source: Author

▪ Precast concrete micro piles for foundation and prefabricated steel sections for the structure works
are recommended.
▪ Concrete to be used in the form of RMC only – can be facilitated through the adjacent DN Road.
▪ Incremental method of construction is recommended for structure and decking works.

G TENTATIVE CONSTRUCTION SEQUENCE

Figure 10.21: FOB structure

Source: Author

1. Foundation – Execute pile foundations joined by pile cap on top.

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File No. RLDA/2022/SD/CSMT/2559 (Computer No. 3381588)
1344147/2022/O/o CPM/MUMBAI

2. Columns

o RCC pedestals over pile caps (approx. 600-900mm above NGL). Base plate (for steel
columns) placed on top of RCC pedestals with lugs/anchor bolts before concreting.

o Proposed steel column sections = Hollow built-up / As per detailed design.

o FOB Steel columns approx. 8-10 m above rail tracks/NGL/pedestal top-erection in single
piece by crane.

o Steel Column connected to pedestal base plate with anchor bolts.

3. Truss

o Proposed Vierendeel truss / girders for required 50m span fob / pedestrian bridge.

o Proposed truss in I-section (built-up) and Angle/Channels (at some locations) with Shop
welding and in-situ rivet joints/ bolting.

o Truss to be erected at actual location by Tower Cranes/ Heavy Duty Mobile Cranes/
Launching Platform, etc. – with in-situ plate rivet joints/ bolting to top of steel columns.

o Provision to install the truss in pieces with splice joints to be decided as per detailed design.

4. Entrance to FOB

o After foundation works and erection of steel columns, fix steel soffit beams

o Install steel steps on steel soffit beam.

5. Other Works

o Erect transverse steel sections @2 to 2.4m at floor and roof levels- with in-situ rivet joints
to support metal deck sheets / light weight metal roof sheets.

o Overall paint on steel for Fire and Rust protection. Install SS railing. Install metal deck
sheets for floor with mechanical anchors. Concrete top over metal deck slab and steel steps
(with nominal reinforcement/ as per design).

o Erect light weight metal sheets at roof level by screws. Fix gutters.

• Proper safety and quality measures must be implemented by the EPC contractor during
construction works

• Construction activities can be allowed during ‘Mega Block’ hours to save overall construction
time of the project

• Detailed construction methodology as per detailed / approved design is to be prepared by the

EPC contractor

Digitally signed
HEMANT by HEMANT
KUMAR
KUMAR Date: 2022.12.31
00:14:15 +05'30'

Prepared for: Rail Land Development Authority AECOM

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336
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