MUMBAI METROPOLITAN REGION DEVELOPMENT AUTHORITY

THE REPUBLIC OF INDIA

The Preparatory Survey on the Project for

Construction of Mumbai Trans Harbour Link

FINAL REPORT

J ul y 2016

JAPAN INTERNATIONAL COOPERATION AGENCY

ORIENTAL CONSULTANTS GLOBAL CO., LTD.

EAST NIPPON EXPRESSWAY CO., LTD.
NIPPON KOEI CO., LTD.
NIPPON ENGINEERING CONSULTANTS CO., LTD.
 Location Map
Chhatrapati Shivaji
International Airport
Sion-Panvel Highway

NH8 Mumbai Mumbai Pune Expressway

Thane Creek Bridge

Eastern Freeway
Navi-Mumbai SEZ (Planned)

Navi-Mumbai International
Sewri-Worli (East-West) SEWRI Airport (Planned)
connector (Planned)
SEZ (Planned)

Mumbai Bay

Mumbai Port Jawahalal Nehru Port

NH4B

CHIRLE NH4(AH47)
Pune

NH17

SEZ (Planned)

(Planned Road)
 Preparatory Survey on the Project for Construction of Mumbai Trans Harbour Link
Final Report

The Preparatory Survey on the Project for Construction of Mumbai Trans

Harbour Link
In
The Republic of India
FINAL REPORT
Table of Contents

Location Map
Table of Contents
List of Tables
List of Figures
List of Abbreviations

Page

1. BACKGROUND, OBJECTIVES AND IMPLEMENTATION OF THE SURVEY ............. 1-1

1.1 Background of the Project ..................................................................................... 1-1
1.2 Outline of the Project ............................................................................................ 1-2
1.3 Objectives of the Survey ....................................................................................... 1-2
1.4 Contents of the Survey.......................................................................................... 1-2
1.5 Survey Implementation ......................................................................................... 1-3

2. GENERAL APPRECIATION AND DEVELOPMENT PLAN .......................................... 2-1

2.1 Socio-Economic Conditions of the Project Area .................................................... 2-1
2.1.1 Introduction .................................................................................................... 2-1
2.1.2 Mumbai Metropolitan Region (MMR).............................................................. 2-2
2.1.3 Greater Mumbai Area .................................................................................... 2-2
2.1.4 Navi Mumbai .................................................................................................. 2-5
2.2 Overview of National Development Plan and Road Sector Development Plan ...... 2-7
2.2.1 12th National Development Plan (2012-2017)................................................ 2-7
2.2.2 National Transport Policy ............................................................................... 2-8
2.2.3 Current Situation of the Road Network in India .............................................. 2-9
2.3 Master Plan and Transport System in MMR ........................................................ 2-10
2.3.1 Regional Master Plan for MMR .................................................................... 2-10
2.3.2 Comprehensive Transportation Study (CTS) for MMR ................................. 2-12
2.3.3 Current Situation of the Road Network in MMR ............................................ 2-12
2.3.4 Other Transport System in MMR .................................................................. 2-14

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2.4 Major Development Plans in Navi Mumbai Area ................................................. 2-16

2.4.1 Introduction .................................................................................................. 2-16
2.4.2 Navi Mumbai International Airport ................................................................ 2-16
2.4.3 Special Economic Zone Development.......................................................... 2-17
2.4.4 Expansion of Jawahalal Neharu Port ........................................................... 2-17
2.5 Japanese Firm’s Operation in India ..................................................................... 2-18
2.5.1 Introduction .................................................................................................. 2-18
2.5.2 Japanese Firm’s Operation in MMR and Maharashtra State ........................ 2-18
2.6 Construction Industry in India .............................................................................. 2-19
2.6.1 Overview...................................................................................................... 2-19
2.6.2 Construction Firms, Registration and Tender System .................................. 2-20

3. REVIEW OF PREVIOUS STUDIES ON MTHL ............................................................ 3-1

3.1 Previous Studies of MTHL .................................................................................... 3-1
3.2 Review of Traffic Demand Forecast ...................................................................... 3-2
3.2.1 Overview........................................................................................................ 3-2
3.2.2 Techno-Economic Feasibility Study for MTHL ................................................ 3-3
3.2.3 Comprehensive Transportation Study (CTS) for MMR ................................... 3-3
3.2.4 MTHL (2012).................................................................................................. 3-4
3.2.5 Study on the MTHL Road............................................................................... 3-6
3.2.6 Findings from Earlier Studies ......................................................................... 3-8
3.2.7 Consideration................................................................................................. 3-8
3.3 Review of Road Plan ............................................................................................ 3-9
3.3.1 MTHL Alignments .......................................................................................... 3-9
3.3.2 Control Points and Geometry ....................................................................... 3-14
3.3.3 Summary of the Horizontal Alignment .......................................................... 3-16
3.3.4 Interchange Plan .......................................................................................... 3-20
3.3.5 Others .......................................................................................................... 3-22
3.4 Review of Bridge Plan ......................................................................................... 3-25
3.4.1 Control Points for Bridge Plan ...................................................................... 3-25
3.4.2 Bridge Design Standards ............................................................................. 3-26
3.4.3 Outline of Bridge Plan .................................................................................. 3-31
3.4.4 Review of Bridge Plan in Final FS 2012 ....................................................... 3-35
3.5 Review of Construction Cost and Schedule ........................................................ 3-43
3.5.1 Review of Construction Cost ........................................................................ 3-43
3.5.2 Review of Construction Schedule ................................................................ 3-48
3.6 Economic Analysis .............................................................................................. 3-50
3.6.1 Financial analysis......................................................................................... 3-50
3.6.2 Economic Analysis ....................................................................................... 3-52

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4. TRANSPORT DEMAND FORECAST .......................................................................... 4-1

4.1 Overview............................................................................................................... 4-1
4.2 Derivative of CTS .................................................................................................. 4-2
4.2.1 CTS ............................................................................................................... 4-2
4.2.2 Zone System.................................................................................................. 4-3
4.3 The Model Overview ............................................................................................. 4-6
4.3.1 Preparation of Inputs...................................................................................... 4-6
4.3.2 Model Structure............................................................................................ 4-11
4.4 Validation of 2015 ............................................................................................... 4-17
4.4.1 Existing Situation ......................................................................................... 4-17
4.4.2 Procedure of Validation ................................................................................ 4-18
4.4.3 Validation Comparison ................................................................................. 4-18
4.5 Future Assumptions ............................................................................................ 4-19
4.5.1 Key future Socio-Economic Forecasts ......................................................... 4-19
4.5.2 Major Developments in Navi Mumbai ........................................................... 4-21
4.5.3 Future Transport Infrastructure .................................................................... 4-22
4.5.4 MTHL Configuration ..................................................................................... 4-25
4.6 Future Demand on MTHL ................................................................................... 4-25

5. NATURAL CONDITIONS ALONG MTHL ..................................................................... 5-1

5.1 Topographic Survey .............................................................................................. 5-1
5.1.1 Outline of Topographical Survey .................................................................... 5-1
5.1.2 Survey Results............................................................................................... 5-4
5.2 Geological Survey ................................................................................................. 5-6
5.2.1 Outline of Geological Survey.......................................................................... 5-6
5.2.2 Geological Survey Results ............................................................................. 5-9
5.2.3 Geological Profile along MTHL..................................................................... 5-10
5.2.4 Evaluation on the Geological Condition........................................................ 5-12
5.2.5 Seismic History ............................................................................................ 5-12
5.3 Meteorological and Hydrological Survey ............................................................. 5-13
5.3.1 General ........................................................................................................ 5-13
5.3.2 Data Collection Items for Meteorology and Hydrology.................................. 5-15
5.3.3 Meteorological Survey.................................................................................. 5-16
5.3.4 Hydrological Survey ..................................................................................... 5-23
5.3.5 Hydraulic Effect due to the Construction of MTHL ........................................ 5-29
5.4 Utility, Facility and Navigation Survey ................................................................. 5-29
5.4.1 General ........................................................................................................ 5-29
5.4.2 Survey Items for Utility, Facility and Navigation ............................................ 5-29
5.4.3 Utilities ......................................................................................................... 5-30
5.4.4 Utilities and Clearances ............................................................................... 5-32

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5.4.5 Other Information related to the MTHL Project ............................................. 5-35

6. PRELIMINARY DESIGN .............................................................................................. 6-1

6.1 Introduction ........................................................................................................... 6-1
6.2 Design Standard for Road Design ......................................................................... 6-2
6.2.1 Design Standard ............................................................................................ 6-2
6.2.2 Composition of Cross Section ........................................................................ 6-3
6.2.3 Road Classification and Design Speed .......................................................... 6-6
6.2.4 Geometric Design Standard ........................................................................... 6-7
6.2.5 Typical Cross Section .................................................................................. 6-16
6.3 Design Criteria for Structural Design ................................................................... 6-17
6.3.1 Design Codes .............................................................................................. 6-17
6.3.2 Design Concept ........................................................................................... 6-18
6.3.3 Design Loads ............................................................................................... 6-18
6.3.4 Materials ...................................................................................................... 6-30
6.3.5 Design Standard for Environmental Crearance ............................................ 6-32
6.4 Preliminary Design for Road ............................................................................... 6-32
6.4.1 General ........................................................................................................ 6-32
6.4.2 Preliminary Design for Road ........................................................................ 6-32
6.4.3 Review of Traffic Lanes on Main Alignment ................................................. 6-35
6.4.4 Study on the Number of Toll Booths on Main Alignment .............................. 6-35
6.4.5 Improvement of Interchange Alignment........................................................ 6-36
6.4.6 Study of the Number of Lanes on Interchange Ramps ................................. 6-39
6.4.7 Study on the Number of Toll Booths on Interchange Ramps ........................ 6-40
6.4.8 Design of Cutting Section............................................................................. 6-41
6.4.9 Platform for Electric Transformer and Emergency Rescue Station ............... 6-43
6.4.10 Pavement Design......................................................................................... 6-43
6.4.11 Drainage Design .......................................................................................... 6-48
6.4.12 Median Opening for Emergency Exist .......................................................... 6-49
6.4.13 Noise Barrier ................................................................................................ 6-49
6.4.14 View Barrier ................................................................................................. 6-50
6.4.15 Safety Fence................................................................................................ 6-50
6.5 Preliminary Design for Bridge.............................................................................. 6-51
6.5.1 Introduction .................................................................................................. 6-51
6.5.2 Improvement of Main Bridge Plan ................................................................ 6-51
6.5.3 Improvement of Bridge Plan for Interchange Ramps .................................... 6-68
6.5.4 Consideration to Salt Damage ..................................................................... 6-72
6.5.5 Preliminary Design of Substructures and Foundations ................................. 6-80
6.5.6 Preliminary Design of Superstructures and Foundations .............................. 6-90
6.6 ITS ...................................................................................................................... 6-97

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6.6.1 Introduction .................................................................................................. 6-97

6.6.2 Situation of ITS Introduction in Peripheral Toll Roads .................................. 6-97
6.6.3 Toll Management System .......................................................................... 6-106
6.6.4 Traffic Management System ...................................................................... 6-112
6.7 Safety and security Considerations ................................................................... 6-117
6.7.1 Introduction ................................................................................................ 6-117
6.7.2 Threats assessment................................................................................... 6-117
6.7.3 Requirements for Threats .......................................................................... 6-120
6.7.4 Safety and Security measures to be installed............................................. 6-120
6.7.5 Contractual Requirements ......................................................................... 6-131

7. CONSTRUCTION PLANNING ..................................................................................... 7-1

7.1 Introduction ........................................................................................................... 7-1
7.2 Construction Methodology .................................................................................... 7-2
7.2.1 Construction Overview ................................................................................... 7-2
7.2.2 Construction Method ...................................................................................... 7-5
7.2.3 Temporary Jetty Plan ..................................................................................... 7-9
7.2.4 Superstructure ............................................................................................. 7-13
7.3 Procurement Plan ............................................................................................... 7-17
7.3.1 Procurement Plan for Major Materials .......................................................... 7-17
7.3.2 Procurement Plan for Major Equipment ....................................................... 7-18
7.3.3 Source of Materials ...................................................................................... 7-19
7.3.4 Construction Yard ........................................................................................ 7-19
7.4 Contract Package ............................................................................................... 7-20
7.4.1 Civil Works ................................................................................................... 7-20
7.4.2 ITS ............................................................................................................... 7-22
7.5 Construction Schedule ........................................................................................ 7-22
7.5.1 Construction Schedule ................................................................................. 7-22

8. PROJECT COST ESTIMATE....................................................................................... 8-1

8.1 Introduction ........................................................................................................... 8-1
8.2 Condition for Cost Estimation ................................................................................ 8-1
8.3 Result of Cost Estimates ....................................................................................... 8-2
8.3.1 Construction Cost (Base Cost) ....................................................................... 8-2
8.3.2 Total Project Cost .......................................................................................... 8-2
8.3.3 Cost Breakdown............................................................................................. 8-3

9. OPERATION AND MAINTENANCE OF MTHL ............................................................ 9-1

9.1 Introduction ........................................................................................................... 9-1
9.2 Organization and Capacity of Agencies Responsible for Road, Bridge Maintenance
and Operation ...................................................................................................... 9-1

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9.2.1 The Organization and Responsibilities of MMRDA ......................................... 9-1

9.2.2 Financial Situation of MMRDA ....................................................................... 9-3
9.2.3 Implementation Capability of MMRDA ............................................................ 9-4
9.2.4 Maharashtra State Road Development Corporation Ltd. (MSRDC) ................ 9-5
9.3 Operation and Maintenance Plan .......................................................................... 9-6
9.3.1 General Situation of Operation and Maintenance ........................................... 9-6
9.3.2 Operation and Maintenance Plan ................................................................... 9-9
9.4 Operation and Maintenance Organization ........................................................... 9-20
9.4.1 Proposed Operation and Maintenance Organization .................................... 9-20
9.4.2 Operation and Maintenance Cost Estimation ............................................... 9-30
9.5 Proposal for Technical and Institutional Support to O/M Agency ......................... 9-31
9.5.1 To Support the development of Operation and Maintenance Manuals of
MTHL ........................................................................................................... 9-31
9.5.2 Training in Japan/Third Contry ..................................................................... 9-31

10. PROJECT IMPLEMENTATION PLAN........................................................................ 10-1

10.1 Implementation Organization .............................................................................. 10-1
10.2 Implementation Scheme ..................................................................................... 10-1
10.3 Implementation Schedule.................................................................................... 10-2

11. ECONOMIC AND FINANCIAL ANALYSIS ................................................................. 11-1

11.1 Financial Analysis ............................................................................................... 11-1
11.1.1 Purpose and Methodology ........................................................................... 11-1
11.1.2 Assumptions for financial analysis ............................................................... 11-1
11.1.3 The result of financial analysis ..................................................................... 11-5
11.2 Economic Analysis .............................................................................................. 11-9
11.2.1 Purpose and methodology of economic analysis.......................................... 11-9
11.2.2 Project Costs ............................................................................................... 11-9
11.2.3 Benefit calculation ...................................................................................... 11-10
11.2.4 Cost-benefit analysis.................................................................................. 11-12
11.2.5 Sensitivity Analysis .................................................................................... 11-14
11.2.6 Qualitative effects for the Project ............................................................... 11-15
11.2.7 Operation and Effect Indicators .................................................................. 11-16

12. ENVIRONMENTAL IMPACT ASSESSMENT ............................................................. 12-1

12.1 Project Description .............................................................................................. 12-1
12.2 Current Natural and Social Environmental Condition .......................................... 12-2
12.2.1 Topography, Geography and Hydrology ...................................................... 12-2
12.2.2 Land Use ..................................................................................................... 12-4
12.2.3 Climate ........................................................................................................ 12-8
12.2.4 Protected Area ............................................................................................. 12-8

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12.2.5 Fauna and Flora......................................................................................... 12-13

12.2.6 Cultural Heritage ........................................................................................ 12-14
12.2.7 Socio-Economic ......................................................................................... 12-15
12.3 Environmental Legislation ................................................................................. 12-19
12.3.1 Environmental Impact Assessment (EIA Notification 2006) ........................ 12-19
12.3.2 Coastal Regulation Zone (CRZ Notification 2011) ...................................... 12-21
12.3.3 Other Relevant Environmental Laws and Regulations ............................... 12-27
12.3.4 Gaps between Rapid EIA study and JICA’s Guidelines .............................. 12-28
12.4 Environmental and Social Impact Assessment.................................................. 12-29
12.4.1 Analysis of Alternatives .............................................................................. 12-29
12.4.2 Screening................................................................................................... 12-31
12.4.3 Scoping...................................................................................................... 12-31
12.4.4 Baseline Survey and Analysis Methodology ............................................... 12-37
12.4.5 Summary of Baseline Survey and Forecast ............................................... 12-40
12.4.6 General Environmental Management Plan ................................................. 12-61
12.4.7 Environmental Monitoring Plan .................................................................. 12-68
12.4.8 Monitoring Organization ............................................................................. 12-75
12.5 Stakeholder Meeting ......................................................................................... 12-78
12.5.1 Objectives of the Meeting........................................................................... 12-78
12.5.2 Meeting Notification and Language ............................................................ 12-79
12.5.3 Schedule of the Meeting ............................................................................ 12-79
12.5.4 Objectives of the Meeting........................................................................... 12-81
12.6 Construction Schedule ...................................................................................... 12-88
12.7 Other Necessary Permissions ........................................................................... 12-89
12.7.1 Other Environmental Permission................................................................ 12-89
12.7.2 Other Necessary Development Plan .......................................................... 12-90
12.8 Recommendation on EIA .................................................................................. 12-94

13. LAND ACQUISITION AND RESETTLEMENT............................................................ 13-1

13.1 Legal Frameworks of Land Acquisition and Resettlement ................................... 13-1
13.1.1 Indian Legal Frameworks on Involuntary Resettlement ................................ 13-1
13.1.2 JICA Policies on Involuntary Resettlement ................................................... 13-4
13.1.3 Gap between Indian Legal Frameworks and JICA Policies .......................... 13-6
13.1.4 Applicable Policies on Involuntary Resettlement for the MTHL Project......... 13-7
13.2 Scope of Land Acquisition and Resettlement Impact .......................................... 13-9
13.2.1 Necessity of the Land Acquisition and Involuntary Resettlement.................. 13-9
13.2.2 Population Census ..................................................................................... 13-14
13.2.3 Livelihood and Economic Condition ........................................................... 13-15
13.2.4 Vulnerable Group of People ....................................................................... 13-17
13.3 Mitigation Measures for Project Affected Stakeholders ..................................... 13-18

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13.3.1 Property Compensation ............................................................................. 13-18

13.3.2 Livelihood Recovery................................................................................... 13-19
13.3.3 Development Plan on Resettlement Communities for PAPs ...................... 13-19
13.3.4 Entitle Matrix of MTHL................................................................................ 13-21
13.4 Grievance Mechanism ...................................................................................... 13-24
13.5 Organization Structure of Land Acquisition and Resettlement Assistance ......... 13-25
13.6 Schedule of Land Acquisition and Resettlement Assistance ............................. 13-27
13.7 Cost and Source of Land Acquisition and Resettlement Assistance .................. 13-28
13.7.1 Land Acquisition......................................................................................... 13-28
13.7.2 Resettlement and Replacement of Property ............................................... 13-30
13.7.3 Land Lease During Construction ................................................................ 13-30
13.7.4 Prior Compensation and Post Assistance for Livelihood Recovery............. 13-31
13.7.5 Monitoring and Post Resettlement Activities .............................................. 13-31
13.7.6 Summary of the Land Acquisition and Rehabilitation Support .................... 13-32
13.8 Resettlement Monitoring Plan ........................................................................... 13-34
13.8.1 Internal Monitoring ..................................................................................... 13-34
13.8.2 Independent Evaluation ............................................................................. 13-35
13.9 Result of Stakeholder Meetings with Project Affected Households.................... 13-37
13.9.1 Sewri Section ............................................................................................. 13-37
13.9.2 Sea-Link Section ........................................................................................ 13-41
13.9.3 Navi Mumbai Section ................................................................................. 13-43

14. CONSIDERATION FOR CLIMATE CHANGE ............................................................ 14-1

14.1 Vulnerability due to Climate Change ................................................................... 14-1
14.1.1 UN Intergovernmental Panel on Climate Change (IPCC) ............................. 14-1
14.1.2 India’s National Action Plan on Climate Change (NAPCC)........................... 14-2
14.1.3 Scenario of Climate Change ........................................................................ 14-2
14.2 Basic Concept..................................................................................................... 14-4
14.2.1 Need for Adaptation Options ........................................................................ 14-4
14.2.2 Adaptation Options ...................................................................................... 14-5
14.2.3 Target Year of Climate Change.................................................................... 14-5
14.3 Climate Change Data for This Project ................................................................. 14-6
14.3.1 Temperature ................................................................................................ 14-6
14.3.2 Sea Level Rise ............................................................................................. 14-9
14.3.3 Rainfall....................................................................................................... 14-10
14.3.4 Wind Speed ............................................................................................... 14-14
14.3.5 Consideration of Mitigation Measures for Climate Change ......................... 14-14

15. CONCLUSION AND RECOMMENDATION ............................................................... 15-1

15.1 Conclusions ........................................................................................................ 15-1

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15.2 Recommendations .............................................................................................. 15-2

Appendix-1 Japanese Business Establishments in India

Appendix -2 Topographic Survey Report
Appendix -3 Geological Survey Report
Appendix -4 Utility Survey Report
Appendix -5 Letter of Shipping Channels
Appendix -6 MTHL Drawings over Railways
Appendix -7 Gap Analysis between Applicable Land Acts with CIDCO Schemes and JICA
Environmental Social Guidelines 2010
Appendix -8 Fishing Survey Track and Photos
Appendix -9 Navi Mumbai Land Use Survey Track and Photos
Appendix -10 Sample Grievance Registration Form
Appendix -11 Monthly Progress Report of R&R Implementation
Appendix -12 Terms of Reference for Qualitative Independent Evaluation Specialist/ Agency
Appendix -13 Minutes of Meeting – SIA 2nd Stakeholder Consultation for Sewri Section
Appendix -14 Interview with Wildlife Specialist in Japan
Appendix -15 MTHL Drawings over SH54
Appendix -16 Breakdown for Operation and Maintenance
Appendix -17 Baseline Survey (Birds and Their Habitat Survey)
Appendix -18 Birds Long-term Monitoring Plan

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List of Figure

Page

Figure 2.1.1 MMRDA Jurisdiction Area ...........................................................................2-1

Figure 2.1.2 Greater Mumbai Future Land Use Plan for 2014-2034................................2-4
Figure 2.1.3 Navi Mumbai Development Plan .................................................................2-6
Figure 2.3.1 Regional Development Plan for MMR (1996-2011) ...................................2-11
Figure 2.3.2 Planed Road Network in MMR in 2016 .....................................................2-13
Figure 2.3.3 Planed Transport Network in MMR in 2016...............................................2-15
Figure 3.2.1 Overall Planning Process............................................................................3-5
Figure 3.2.2 Structure of the Travel Demand Model .......................................................3-6
Figure 3.2.3 Impact of Toll on Vehicle Flow ....................................................................3-7
Figure 3.2.4 Impact of Toll on Revenue ..........................................................................3-7
Figure 3.3.1 Alignment Recommended by PFP, 1982 ..................................................3-10
Figure 3.3.2 Alternative Alignments on Nhava Side, 1998 ............................................3-11
Figure 3.3.3 MTHL Alignments, 2012 ...........................................................................3-13
Figure 3.3.4 Control Points at Mumbai Side..................................................................3-14
Figure 3.3.5 Control Points at Navi Mumbai..................................................................3-15
Figure 3.3.6 Control Points on the Sea .........................................................................3-15
Figure 3.3.7 Control Points of Vertical Alignment..........................................................3-16
Figure 3.3.8 Future Road Network ................................................................................3-17
Figure 3.3.9 Land Use Map on Northern Area of the Proposed Alignment....................3-18
Figure 3.3.10 Control Point of Alignment on Nhava (Navi Mumbai) Side ........................3-19
Figure 3.3.11 Transition Curve for Interchange (e.g. Ramp B at Sewri IC) .....................3-22
Figure 3.3.12 Deceleration and Acceleration Length Type..............................................3-23
Figure 3.3.13 Shift Type .................................................................................................3-23
Figure 3.3.14 Studying Point of Clearance .....................................................................3-24
Figure 3.3.15 Clearance Ramp “B” and East West Corridor ...........................................3-24
Figure 3.4.1 Form of Substructure at General Section ..................................................3-35
Figure 3.4.2 Substructure Type at Obstacle Sections on Marine ..................................3-38
Figure 4.1.1 Locality Map ...............................................................................................4-2
Figure 4.2.1 Original Zoning System of CTS Highlighting the 11 Cluster Boundaries .....4-4
Figure 4.2.2 Zoning System of the Transport Model .......................................................4-5
Figure 4.3.1 Model Analysis Structure ............................................................................4-6
Figure 4.3.2 Speed Delay Curves ...................................................................................4-8
Figure 4.3.3 Model Base Year Network ..........................................................................4-9
Figure 4.3.4 Transit Fare Structure ...............................................................................4-11
Figure 4.3.5 Highway Assignment Procedure ...............................................................4-16
Figure 4.4.1 Location of Traffic Surveys .......................................................................4-18
Figure 4.5.1 Selected Network Assumptions for the Analysis of MTHL .........................4-24

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Figure 5.1.1 Location of the Plane Surveys ....................................................................5-3

Figure 5.1.2 Bathymetric Survey Location ......................................................................5-4
Figure 5.1.3 Photos of Survey Work ...............................................................................5-4
Figure 5.1.4 Topographic Map, End Point of the Project, Navi Mumbai Side ..................5-5
Figure 5.1.5 Topographical Profile along MTHL ..............................................................5-5
Figure 5.2.1 Geological Profile along MTHL, 2013 F/S ...................................................5-7
Figure 5.2.2 Borehole Location .......................................................................................5-8
Figure 5.2.3 Core Photo of Basalt Rock..........................................................................5-9
Figure 5.2.4 Geological Profile along MTHL .................................................................5-11
Figure 5.2.5 Lineaments of the West Coast of India near Mumbai, Adapted from
Seism Tectonic Atlas of India ....................................................................5-12
Figure 5.2.6 Major Historical Earthquakes in Mumbai Region .......................................5-13
Figure 5.3.1 Rivers Flowing into the Mumbai Bay .........................................................5-14
Figure 5.3.2 Station Location Map for Data Collection ..................................................5-16
Figure 5.3.3 Mean Monthly Maximum and Minimum Temperature ...............................5-16
Figure 5.3.4 Mean Monthly Relative Humidity at 8:30 and 17:30 ..................................5-17
Figure 5.3.5 Wind Rose (Accumulative Wind Speed each Wind Direction), 2005-
2014 .........................................................................................................5-18
Figure 5.3.6 Mean Monthly Rainfall ..............................................................................5-19
Figure 5.3.7 Fluctuation of Annual Rainfall ...................................................................5-20
Figure 5.3.8 Probable Hourly Rainfall ...........................................................................5-22
Figure 5.3.9 Monthly Mean Discharge at Gauge Stations .............................................5-23
Figure 5.3.10 Harmonic Constants and Astronomical Tide Forecast at 2017-2021 .........5-28
Figure 5.4.1 Location Map of Seabed Pipelines and Cables .........................................5-31
Figure 5.4.2 Vertical Clearance of Railways .................................................................5-35
Figure 5.4.3 Navigation Channel around MTHL Alignment ...........................................5-36
Figure 6.2.1 Tipical Cross Section (Final FS 2012) .........................................................6-3
Figure 6.2.2 Comparison Tipical Cross Section ..............................................................6-6
Figure 6.2.3 Comparison Tipical Cross Section ..............................................................6-6
Figure 6.2.4 Parallel Type and Direct Type ...................................................................6-13
Figure 6.2.5 Confluence and Separation of 2-Lane Ramps ..........................................6-14
Figure 6.2.6 Nose Offset...............................................................................................6-14
Figure 6.2.7 Collector-Distributor Road.........................................................................6-15
Figure 6.2.8 Extended Left Lane for Changing to the Main Road..................................6-15
Figure 6.2.9 Main Alignment (Viaduct) Section .............................................................6-16
Figure 6.2.10 Main Alignment Earth Works Section (18+950 – 19+950) .........................6-16
Figure 6.2.11 Sewri IC ....................................................................................................6-16
Figure 6.2.12 Shivaji Nagar, SH54 and Chirle IC ............................................................6-16
Figure 6.3.1 Class 70R Tracked and Wheeled Vehicles ...............................................6-20
Figure 6.3.2 Class 'A' Train of Vehicles ........................................................................6-21

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Figure 6.3.3 Live Load Combination .............................................................................6-22

Figure 6.3.4 Response Spectra ....................................................................................6-24
Figure 6.3.5 Shapes of Bridge Piers .............................................................................6-27
Figure 6.3.6 Design Temperature Differences for Concrete Bridge Decks ....................6-28
Figure 6.3.7 Temperature Differences across Steel and Composite Section ................6-28
Figure 6.4.1 Proposed Vertical Alignment.....................................................................6-34
Figure 6.4.2 Sewri IC ....................................................................................................6-36
Figure 6.4.3 Shivaji Nagar IC ........................................................................................6-37
Figure 6.4.4 Planned Shivaji Nagar IC ..........................................................................6-37
Figure 6.4.5 Chirie IC ...................................................................................................6-38
Figure 6.4.6 Diversion and Merger Form of a 2-Lane Ramp .........................................6-38
Figure 6.4.7 Traveling Locus of Semitrailer (SH54IC) ...................................................6-39
Figure 6.4.8 Typical Cross Section of Cutting ...............................................................6-42
Figure 6.4.9 Toll Gate and Cutting Section ...................................................................6-42
Figure 6.4.10 Platform for Electric Transformer on Pier ..................................................6-43
Figure 6.4.11 Drainage Flow in Mud Flat Area................................................................6-49
Figure 6.4.12 Median Opening for Emergency Exist .......................................................6-49
Figure 6.5.1 Mangrove Section (Navi Mumbai Side) .....................................................6-53
Figure 6.5.2 Crossing Railway Section .........................................................................6-53
Figure 6.5.3 Crossing Road Section .............................................................................6-54
Figure 6.5.4 Span Arrangement on Main Bridge ...........................................................6-55
Figure 6.5.5 Span Arrangement at Sewri IC .................................................................6-68
Figure 6.5.6 Span Arrangement at Shivaji Nagar IC .....................................................6-70
Figure 6.5.7 Span Arrangement at SH54 IC .................................................................6-71
Figure 6.5.8 Span Arrangement at Chirle IC .................................................................6-72
Figure 6.5.9 Examples of the Steel Bridges on the Sea ................................................6-73
Figure 6.5.10 Steel Marine Bridge in Japan (Tokyo Bay Aqua-Line) ...............................6-74
Figure 6.5.11 Steel Marine Bridge in Japan (Honshu – Shikoku Bridge) .........................6-74
Figure 6.5.12 Steel Marine Bridge in Japan (Iou Island Bridge) ......................................6-75
Figure 6.5.13 Steel Marine Bridge in Japan (Tokyo Gate Bridge) ...................................6-75
Figure 6.5.14 Steel Marine Bridge in Japan (Irab Bridge) ...............................................6-76
Figure 6.5.15 Single-Column Piers with Pier Cap ...........................................................6-81
Figure 6.5.16 Pier Form of General Land Sections .........................................................6-83
Figure 6.5.17 Substructure Form of Marine Bridge Sections...........................................6-85
Figure 6.5.18 Ramp A Cross Section Showing the Rigid-Frame Straddle Bent ..............6-87
Figure 6.5.19 Ramp A Cross Section Showing a Hammerhead Pier...............................6-88
Figure 6.5.20 Shivaji Nagar IC Cross Section .................................................................6-89
Figure 6.5.21 SH 54 IC and Chirle IC .............................................................................6-90
Figure 6.5.22 Profile and Cross Section of Superstructure on Marine Section for
General Section (PC box Girder) ..............................................................6-91

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Figure 6.5.23 Profile and Cross Section of Superstructure on Land Section for
General Section (PC box Girder) ..............................................................6-91
Figure 6.5.24 Profile and Cross Section of Superstructure for Special Section (Span
Length 150m) (Steel Box Girder with Steel Deck) .....................................6-92
Figure 6.5.25 Profile and Cross Section of Superstructure for Special Section (Span
Length 180m) (Steel Box Girder with Steel Deck) .....................................6-92
Figure 6.5.26 Profile and Cross Section of Superstructure for Railway Crossing
Section (Steel Truss Bridge) .....................................................................6-93
Figure 6.5.27 Profile and Cross Section of Superstructure for Sewri IC (PC Box
Girder) ......................................................................................................6-94
Figure 6.5.28 Profile and Cross Section of Superstructure for Shivaji Nagar IC (PC
hollow slab)...............................................................................................6-94
Figure 6.5.29 Profile and Cross Section of Superstructure for SH54 IC (PC Box
Girder) ......................................................................................................6-95
Figure 6.5.30 Profile and Cross Section of Superstructure for Chirle IC (PC Hollow
Slab and Steel Box Girder) .......................................................................6-96
Figure 6.6.1 Location of the Toll Roads ........................................................................6-97
Figure 6.6.2 Bandra Worli Sea Link ..............................................................................6-98
Figure 6.6.3 Toll Plaza (BWSL) ....................................................................................6-99
Figure 6.6.4 Road Side Facilities (BWSL)...................................................................6-100
Figure 6.6.5 Traffic Control Room (BWSL) .................................................................6-100
Figure 6.6.6 Route Map of Mumbai Pune Expressway ...............................................6-101
Figure 6.6.7 Mumbai Pune Expressway .....................................................................6-101
Figure 6.6.8 Toll Plaza (Mumbai Pune Expressway)...................................................6-102
Figure 6.6.9 Control Room (Mumbai Pune Expressway) ............................................6-102
Figure 6.6.10 Call Centre (Mumbai Pune Expressway) ................................................6-103
Figure 6.6.11 Traffic Control Centre (Mumbai Traffic Police) ........................................6-104
Figure 6.6.12 VMS System (Mumbai) ...........................................................................6-104
Figure 6.6.13 Image of the Conception of ITS in MMR .................................................6-105
Figure 6.6.14 Manual Lane System Configuration ........................................................6-106
Figure 6.6.15 ETC Lane System Configuration.............................................................6-106
Figure 6.6.16 ETC Lane ...............................................................................................6-107
Figure 6.6.17 Arrangement Plan at Shivajinagar IC (Reference) ..................................6-111
Figure 6.6.18 Conceptual System Configuration...........................................................6-112
Figure 6.6.19 Locations for the Installation of VMS (Recommended)............................6-114
Figure 6.6.20 Installation Image of VMS (Recommended) ............................................6-114
Figure 6.6.21 Installation Image of CCTV, ECB, MET (Recommended) .......................6-115
Figure 6.6.22 Laying Location of Cables (Recommended) ...........................................6-115
Figure 6.6.23 Toll Management System Configuration .................................................6-116
Figure 7.2.1 Steps for Cast in Situ Pile Construction on the Land Portion .......................7-5

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Figure 7.2.2 Example of Cast in Situ Pile Using a Temporary Jetty ................................7-6
Figure 7.2.3 Example of Cast in Situ Pile in the Marine Portion ......................................7-7
Figure 7.2.4 Steps for Substructure Construction on the Land Portion............................7-8
Figure 7.2.5 Substructure Construction Step over Temporary Jetty (Pile Bent) ..............7-8
Figure 7.2.6 Substructure Construction Step over Barge (Pile Cap) ...............................7-9
Figure 7.2.7 Temporary Jetty (General View) ...............................................................7-10
Figure 7.2.8 Temporary Jetty (General View at Mumbai Side) ......................................7-10
Figure 7.2.9 Temporary Jetty (General View at Navi Mumbai Side)..............................7-11
Figure 7.2.10 Temporary Jetty (Cross Section) ..............................................................7-11
Figure 7.2.11 Temporary Jetty (Fishing Boat Passage at Mumbai Side).........................7-12
Figure 7.2.12 Temporary Jetty (Fishing Boat Passage at Navi Mumbai Side).................7-13
Figure 7.2.13 Large Block Erection Method Using Floating Crane ..................................7-14
Figure 7.2.14 Central Span Erection Using Gantry Crane...............................................7-14
Figure 7.2.15 Large Block Erection Method Using Floating Crane ..................................7-14
Figure 7.2.16 Span-By-Span Erection Method................................................................7-15
Figure 7.2.17 Full Span Erection Method (Using Gantry Crane) .....................................7-16
Figure 7.3.1 Quarry Location ........................................................................................7-19
Figure 7.3.2 Yard Location ...........................................................................................7-20
Figure 7.4.1 Options of Contract Package ....................................................................7-21
Figure 7.5.1 Construction Schedule – Resume.............................................................7-23
Figure 7.5.2 Construction Schedule – Sewri IC ............................................................7-23
Figure 7.5.3 Construction Schedule – Main Alignment (0+450~3+345) ........................7-24
Figure 7.5.4 Construction Schedule – Main Alignment (3+345~8+474) ........................7-25
Figure 7.5.5 Construction Schedule – Main Alignment (8+474~10+380) ......................7-26
Figure 7.5.6 Construction Schedule – Main Alignment (10+380~14+810) ....................7-27
Figure 7.5.7 Construction Schedule – Main Alignment (14+810~17+482) ....................7-28
Figure 7.5.8 Construction Schedule – Main Alignment (17+482~18+187) ....................7-29
Figure 7.5.9 Construction Schedule – Shivaji Nagar IC ................................................7-29
Figure 7.5.10 Construction Schedule – Main Alignment (18+187~21+199) ....................7-30
Figure 7.5.11 Construction Schedule – Main Alignment (21+199~21+834) ....................7-31
Figure 7.5.12 Construction Schedule – SH54 / Chirle IC ................................................7-31
Figure 9.2.1 Organization Chart of MMRDA ...................................................................9-2
Figure 9.2.2 Mumbai Urban Infrastructure Project (MUIP) ..............................................9-4
Figure 9.2.3 Mumbai Urban Tranceport Project（MUTP） .............................................9-5
Figure 9.2.4 Eastern Freeway.........................................................................................9-5
Figure 9.3.1 Vehicles for Traffic Management (Mumbai Pune Expressway) ...................9-9
Figure 9.3.2 Location of IC and Toll Plaza ....................................................................9-15
Figure 9.3.3 Location of IC and Main Toll Office (in Operation Office) (Reference) .......9-16
Figure 9.3.4 Location of Shivejinagar IC Toll Office (Reference)...................................9-16
Figure 9.3.5 Layout Plan for the Toll Plaza (Recomended) ...........................................9-17

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Figure 9.3.6 Outline of the Workflow of the Traffic Control (Reference) ........................9-18
Figure 9.3.7 Traffic Control Center ...............................................................................9-19
Figure 9.4.1 Overall Organizational Structure for O / M (Recommended) .....................9-20
Figure 9.4.2 Floor Plan of the Main Maintenance Office (Reference) ............................9-21
Figure 9.4.3 Floor Plan of the Secondary Office (Reference)........................................9-22
Figure 9.4.4 Organizational Structure for Inspection and Maintenance
(Recommended) .......................................................................................9-23
Figure 9.4.5 Organization Structure for Toll Collection (Recommended) ......................9-25
Figure 9.4.6 Organizational Structure for Traffic Management (Recommended) ..........9-27
Figure 9.4.7 Bridge Inspection Vehicle .........................................................................9-29
Figure 10.3.1 Implementation Schedule .........................................................................10-3
Figure 12.1.1 Project Location Map ................................................................................12-1
Figure 12.1.2 Typical Structure of the Bridge and Viaduct ..............................................12-2
Figure 12.2.1 Topographic and Hydrological Feature .....................................................12-3
Figure 12.2.2 Geographic Feature ..................................................................................12-4
Figure 12.2.3 Land Use in the Project Area ....................................................................12-5
Figure 12.2.4 Proposed Land Use Plan in the Project Area (Mumbai Area 2014-
2034) ........................................................................................................12-6
Figure 12.2.5 Land in the Project Area in Navi Mumbai (2008) .......................................12-7
Figure 12.2.6 Annual Rainfall in Mumbai (2008-2013 Average) ......................................12-8
Figure 12.2.7 Location map showing the of Sanjay Gandhi National Park and
Karnala Bird Sanctuary ...........................................................................12-10
Figure 12.2.8 Location of Important Birds Areas (Mahul - Sewri Creek)........................12-11
Figure 12.2.9 Coastal Zone Management Plan (Mumbai and Navi Mumbai side) ........ 12-12
Figure 12.2.10 Vegetation Community at Sewri and Navi Mumbai Site (April 2015) ....... 12-13
Figure 12.2.11 Observed Migratory Bird (Lessor Flamingo) in Sewri Mudflat Site ..........12-14
Figure 12.2.12 Surveyed Flamingo’s Distribution (2008) ................................................12-14
Figure 12.2.13 Location of Registered Cultural Heritages...............................................12-15
Figure 12.2.14 Project Location on District Map .............................................................12-16
Figure 12.2.15 GDP by Industry in Maharashtra State....................................................12-18
Figure 12.4.1 Monitoring Points for Air, Noise and Vibration .........................................12-48
Figure 12.4.2 Air Quality Monitoring Locations by MPCB and CPCB ............................12-50
Figure 12.4.3 The prediction points of Air and Noise & Vibration ..................................12-50
Figure 12.4.4 Water and Bottom Sedimentation Soil Quality Survey Points (Rapid
EIA 2012) ...............................................................................................12-51
Figure 12.4.5 Ambient Noise Monitoring Location by MPCB (2014) .............................12-54
Figure 12.4.6 Bored Piling Methodology for Prevention of Turbid Water .......................12-58
Figure 12.4.7 Temporary Jetty during Construction ......................................................12-59
Figure 12.4.8 Noise Barrier with Lighting System in the handrail/noise barrier/view
barrier .....................................................................................................12-59

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Figure 12.4.9 Adopted Bridge Structure and Landscape from Sewri Fort
(Photomontage) ......................................................................................12-60
Figure 12.4.10 Proposed Environmental Management and Monitoring Implementation
Organization ...........................................................................................12-78
Figure 12.5.1 Photos of the 1st Public Consultation on EIA ..........................................12-83
Figure 12.5.2 Photos of the 2nd Public Consultation ....................................................12-87
Figure 12.7.1 Designated Quarry Site near Project Area ..............................................12-92
Figure 12.7.2 Tentative Construction and Camp Site on MTHL ....................................12-93
Figure 13.3.1 Available Resettlement Site, Bhakti Park Clooney for Sewri Section.......13-21
Figure 13.5.1 Organization Structure of Environmental Management and R&R............13-25
Figure 13.5.2 Organization Structure of Land Acquisition, R&R, Fishermen
Compensation ........................................................................................13-26
Figure 14.2.1 Scope of Consideration.............................................................................14-5
Figure 14.3.1 Distribution of 282 Surface Meteorological Stations used for State
Level Temperature Trend Analysis for 1951-2010 ....................................14-7
Figure 14.3.2 State Level Annual Mean Temperature Trends.........................................14-8
Figure 14.3.3 Seasonal Temperature Projections for the 2050s .....................................14-9
Figure 14.3.4 Vulnerability to One-Meter Sea Level Rise..............................................14-10
Figure 14.3.5 Distribution of 1451 Stations Used for State Level Rainfall Trend
Analysis for 1951 -2010 ..........................................................................14-11
Figure 14.3.6 State Level Annual Trends......................................................................14-12
Figure 14.3.7 Seasonal Precipitation Projections for 2050s ..........................................14-13
Figure 14.3.8 Projections of River Run Off in the 2050s for Major River Basins in
India........................................................................................................14-14

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List of Table

Page

Table 2.2.1 Road Network Development since 1951(‘000km) .......................................2-9

Table 2.2.2 Further Investment Plan for Road Network Development ...........................2-9
Table 2.2.3 Further Investment Plan for Road Network Development .........................2-10
Table 2.3.1 Road Network Length by Administrative Area surveyed in CTC................2-14
Table 2.4.1 Targeted Passenger Capacity of Navi Mumbai International Airport by
Phase .......................................................................................................2-16
Table 2.5.1 Japanese Construction Company in India .................................................2-19
Table 2.6.1 Growth of Construction Industry in India ...................................................2-20
Table 2.6.2 Registration Criteria of Civil Contractors for Road/Civil Works ..................2-21
Table 3.1.1 Previous Studies and Documents for MTHL in Recent Years .....................3-2
Table 3.2.1 Earlier Estimates of Traffic on MTHL ..........................................................3-8
Table 3.3.1 Elements of Alternative Alignments on Nhava Side, 1998.........................3-11
Table 3.3.2 Comparsion Table of North Route ............................................................3-20
Table 3.3.3 Interchange Type ......................................................................................3-21
Table 3.4.1 Pipelines/Cables and Fault Zones across the Project Route .....................3-25
Table 3.4.2 Crossing Utilities and Required Span Arrangement on Marine Section .....3-26
Table 3.4.3 Main Code List for Bridge Structure Design ..............................................3-27
Table 3.4.4 Design Life................................................................................................3-28
Table 3.4.5 Design Loads............................................................................................3-29
Table 3.4.6 Reinforced Concrete Properties ................................................................3-30
Table 3.4.7 Prestressed Concrete Properties ..............................................................3-30
Table 3.4.8 Marine Bridge Properties (1/3) ..................................................................3-31
Table 3.4.9 Marine Bridge Properties (2/3) ..................................................................3-32
Table 3.4.10 Marine Bridge Properties (3/3) ..................................................................3-33
Table 3.4.11 Bridge Properties at Sewri IC ....................................................................3-33
Table 3.4.12 Bridge Properties at Shivaji Nagar IC........................................................3-34
Table 3.4.13 Bridge Properties at SH54 IC ....................................................................3-34
Table 3.4.14 Bridge Properties at Chirle IC ...................................................................3-34
Table 3.4.15 Pier Properties for the General Marine Section .........................................3-36
Table 3.4.16 Crossing Utilities and Span Arrangement .................................................3-37
Table 3.4.17 Substructure Type for Special Marine Sections ........................................3-38
Table 3.4.18 Substructure Type for Mangrove Section ..................................................3-39
Table 3.4.19 Substructure Properties for the Road Overpass Bridge ............................3-40
Table 3.4.20 Sewri IC Ramps........................................................................................3-41
Table 3.5.1 Estimated Unit Cost in Previous Study, 2012 ............................................3-44
Table 3.5.2 Review Results of Cost Estimation in Feasibility Study Report, 2012
1/2 ............................................................................................................3-45

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Table 3.5.3 Review Results of Cost Estimation in Feasibility Study Report, 2012
2/2 ............................................................................................................3-46
Table 3.5.4 Inflation Rate (IMF) ...................................................................................3-47
Table 3.5.5 Adjusted Unit Price (Values as of 2012)....................................................3-47
Table 3.5.6 Construction Schedule in Previous Study .................................................3-48
Table 3.6.1 Initial investment cost of Final F/S Report, 2012 and review in this
study.........................................................................................................3-50
Table 3.6.2 Traffic (Feasibility Study Report, 2012) .....................................................3-51
Table 3.6.3 Traffic (This Study) ...................................................................................3-51
Table 3.6.4 Toll rates (Feasibility Study Report, 2012) ................................................3-51
Table 3.6.5 Toll rates (This Study)...............................................................................3-52
Table 3.6.6 Financial Internal Rate of Return (Feasibility Study Report, 2012) ............3-52
Table 4.3.1 Link Class Definitions .................................................................................4-8
Table 4.3.2 Existing Vehicular Road Tolls by Vehicle Class (Rs.)................................4-10
Table 4.3.3 Trip Production Coefficients ......................................................................4-12
Table 4.3.4 Trip Attraction Coefficients ........................................................................4-13
Table 4.3.5 Value of Time (Rs per hour)......................................................................4-14
Table 4.4.1 Location of Traffic Count Sites ..................................................................4-17
Table 4.4.2 PCU Factor by Vehicle Type .....................................................................4-18
Table 4.4.3 Screenline Comparison of Peak Hour Flow Counts, ..................................4-19
Table 4.5.1 Distribution of Population Forecasts by Horizon Year (Mill People) ...........4-20
Table 4.5.2 Distribution of Household Forecasts by Horizon Year (Mill Households) ...4-21
Table 4.5.3 Distribution of Employment Forecasts by Horizon Year (Mill People) ........4-21
Table 4.5.4 Major Planning Development Levels in Special Development Zones ........4-22
Table 4.5.5 Network Year for Project Inclusion ............................................................4-23
Table 4.5.6 Base Toll (Rs) Level by Vehicle Class per Vehicle between
Interchanges .............................................................................................4-25
Table 4.6.1 Traffic Forecast Volume on the Main Bridge Link by Vehicle Class...........4-26
Table 5.1.1 Previous Topographical Survey ..................................................................5-1
Table 5.1.2 Baseline of Topographical Survey ..............................................................5-2
Table 5.1.3 Survey Items and Quantities .......................................................................5-2
Table 5.2.1 Geological Survey in the Past .....................................................................5-7
Table 5.2.2 Location of the Borehole Survey .................................................................5-8
Table 5.2.3 Laboratory Soil Tests ..................................................................................5-8
Table 5.2.4 Soil Stratum ................................................................................................5-9
Table 5.2.5 Laboratory Test Results ............................................................................5-10
Table 5.2.6 Major Historical Earthquakes in Mumbai Region .......................................5-13
Table 5.3.1 Rivers Flowing Into the Mumbai Bay.........................................................5-14
Table 5.3.2 Data Collection Items................................................................................5-15
Table 5.3.3 Monthly Maximum Wind Speed (2005-2014) ............................................5-18

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Table 5.3.4 Prediction of Design Wind Speeds with Gumbel using All Annual
Maximum Wind Speed Records................................................................5-19
Table 5.3.5 Monthly Rainfall at Santacruz and Colaba Stations...................................5-21
Table 5.3.6 Rainfall for each Return Periods ...............................................................5-22
Table 5.3.7 Monthly Mean Discharge at Gauge Stations .............................................5-23
Table 5.3.8 Maximum Discharge each Return Period at Gaugin stations ....................5-24
Table 5.3.9 Each Statistical Tide Level of Mumbai Port ...............................................5-25
Table 5.4.1 Survey Items for Utility, Facility and Navigation ........................................5-30
Table 5.4.2 Utility List at Marine Portion ......................................................................5-32
Table 5.4.3 Crossing Utilities and Clearances in Marine Portion..................................5-33
Table 5.4.4 Clearances of Crossing Road ...................................................................5-34
Table 5.4.5 Clearance of Crossing Railway .................................................................5-34
Table 5.4.6 Port Facilities and Channels in the Vicinity of MTHL .................................5-35
Table 6.2.1 Geometric Design Standards in India..........................................................6-2
Table 6.2.2 Forecast of Large Vehicle Ratio at MTHL ...................................................6-3
Table 6.2.3 Function of Shoulder...................................................................................6-4
Table 6.2.4 Ideal Cross Section by Design Speed .........................................................6-5
Table 6.2.5 Design Speed .............................................................................................6-7
Table 6.2.6 Geometric Design Standard of Main Alignment ..........................................6-8
Table 6.2.7 Geometric Design Standard of Interchange Ramps ....................................6-9
Table 6.2.8 Geometric Design Standard in the Vicinity Interchange (Main
Alignment) ................................................................................................6-10
Table 6.2.9 Geometric Design Standard in the Vicinity Interchange (Ramp)................6-10
Table 6.2.10 Minimum Transition Lengths (Design Speed 40km/h) ...............................6-11
Table 6.2.11 Extra Width at Horizontal Curves ..............................................................6-11
Table 6.2.12 Types of Acceleration and Deceleration Lane ...........................................6-12
Table 6.2.13 Taper Transition Length and Acceleration Deceleration ............................6-12
Table 6.2.14 Deceleration and Acceleration Length ......................................................6-15
Table 6.3.1 Main Code List for Bridge Structure Design ..............................................6-17
Table 6.3.2 Unit Weight of Bridge Materials for Dead Load Calculation .......................6-19
Table 6.3.3 Reduction in Longitudinal Effect................................................................6-22
Table 6.3.4 Nominal Vehicle Collision Loads on Guardwall of Bridge ..........................6-29
Table 6.3.5 Type and Specification of Ship..................................................................6-29
Table 6.3.6 Concrete Strength.....................................................................................6-31
Table 6.3.7 Reinforcement Steel Strength ...................................................................6-31
Table 6.3.8 Pre-Stressing Steel Strength ....................................................................6-31
Table 6.4.1 Required Traffic Lanes .............................................................................6-35
Table 6.4.2 Number of Toll Booth on Main Alignment..................................................6-35
Table 6.4.3 Number of Traffic Lanes on Ramps ..........................................................6-40
Table 6.4.4 Required Number of Tall Booths at Shivaji Nagar IC (2042) .....................6-40

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Table 6.4.5 Asphalt Layers on Concrete Bridge Deck .................................................6-47

Table 6.4.6 Asphalt Layers on Steel Bridge Deck ........................................................6-48
Table 6.4.7 Noise Barrier.............................................................................................6-49
Table 6.4.8 View Barrier ..............................................................................................6-50
Table 6.4.9 Safety Fence ............................................................................................6-50
Table 6.5.1 Crossing Utilities and Span Arrangement .................................................6-52
Table 6.5.2 Crossing Railways and Span Length ........................................................6-53
Table 6.5.3 Crossing Road and Span Length ..............................................................6-54
Table 6.5.4 Span Arrangement on Main Bridge-1 ........................................................6-56
Table 6.5.5 Span Arrangement on Main Bridge-2 ........................................................6-57
Table 6.5.6 Comparison of Pier Form (Pier) ................................................................6-58
Table 6.5.7 First Selection for Bridge Types ................................................................6-59
Table 6.5.8 Second Selection for Bridge Types (1/2)...................................................6-61
Table 6.5.9 Second Selection for Bridge Types (2/2)...................................................6-62
Table 6.5.10 Comparison of Foundation Form for Marine Bridge Sections ....................6-66
Table 6.5.11 Span Arrangement of Each Ramp at Sewri IC ..........................................6-69
Table 6.5.12 Span Arrengement at Shivaji Nagar IC .....................................................6-70
Table 6.5.13 Span Arrengement at SH54 IC .................................................................6-71
Table 6.5.14 Span Arrengement at Chirle IC .................................................................6-72
Table 6.5.15 Comparison of Anticorrosion Method for Steel Bridge ...............................6-77
Table 6.5.16 Comparison of Metal Spraying Method and Painting Method....................6-78
Table 6.5.17 Specification of Recommended Thick Anticorrosion Coating ....................6-79
Table 6.5.18 Pile Diameter Comparison Table for General Marine Viaduct Sections.....6-82
Table 6.5.19 Pile Diameter Comparison Table for General Land-Based Sections .........6-84
Table 6.5.20 Result of Substructure at General Section and Mangrove Section ............6-84
Table 6.5.21 Pile Diameter Comparison Table for Obstacle Marine Bridge Sections .....6-86
Table 6.6.1 Toll Rates (BWSL) ....................................................................................6-99
Table 6.6.2 Road Side Facilities (BWSL).....................................................................6-99
Table 6.6.3 Toll Rates (Mumbai Pune Expressway at Khalapur) ...............................6-102
Table 6.6.4 Road Side Facilities (Mumbai Pune Expressway) ...................................6-103
Table 6.6.5 Manual Lane Equipment .........................................................................6-107
Table 6.6.6 ETC Lane Equipment .............................................................................6-107
Table 6.6.7 Toll Plaza Computer System ..................................................................6-108
Table 6.6.8 Maximum Numbers of Vehicles to be Processed in an Hour with Given
Numbers of Lanes ..................................................................................6-108
Table 6.6.9 Number of Reqired Lanes by Type at Interchange ..................................6-109
Table 6.6.10 Rough Estimated Cost of Toll Management System ...............................6-112
Table 6.6.11 Information Collection System and Information Dissemination System ...6-113
Table 6.6.12 Deployment Plan of Road Side Facility ...................................................6-113
Table 6.6.13 Rough Estimated Cost of Traffic Management System ...........................6-116

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Table 6.7.1 Main Criminal Threats for MTHL .............................................................6-118

Table 6.7.2 Civil Disruption for MTHL ........................................................................6-119
Table 6.7.3 Civil Disruption for MTHL ........................................................................6-121
Table 7.2.1 Summary of the Construction - 1/6: Main Alignment ...................................7-2
Table 7.2.2 Summary of the Construction - 2/6: Main Alignment ...................................7-3
Table 7.2.3 Summary of the Construction - 3/6: Sewri IC ..............................................7-4
Table 7.2.4 Summary of the Construction - 4/6: Shivaji Nagar IC ..................................7-4
Table 7.2.5 Summary of the Construction - 5/6: SH54 IC ..............................................7-4
Table 7.2.6 Summary of the Construction - 6/6: Chirle IC ..............................................7-5
Table 7.3.1 Procurement Source for Major Materials...................................................7-17
Table 7.3.2 Procurement Source for Major Equipment ................................................7-18
Table 7.4.1 Topographic Classification in MTHL..........................................................7-20
Table 7.4.2 Analysis for Each Optional Packaging ......................................................7-22
Table 8.2.1 Conditions for Cost Estimation (Draft) .........................................................8-1
Table 8.3.1 Construction Cost (Base Cost)....................................................................8-2
Table 8.3.2 Total Project Cost .......................................................................................8-2
Table 8.3.3 Breakdown of Project Cost (Package-1) .....................................................8-3
Table 8.3.4 Breakdown of Project Cost (Package-2) .....................................................8-3
Table 8.3.5 Breakdown of Quantities (Package-1).........................................................8-4
Table 8.3.6 Breakdown of Quantities (Package-2).........................................................8-5
Table 9.2.1 Number of Engineers ..................................................................................9-3
Table 9.2.2 Number of Officer of Project Implementation Unit (Proposed by
MMRDA) .....................................................................................................9-3
Table 9.2.3 Officers Class and Numbers of Engineers in Engineer Division
(Proposed by MMRDA) ...............................................................................9-3
Table 9.2.4 Allocated Budget and Expenditure for MMRDA Roads (Million INR) ...........9-3
Table 9.3.1 Overview of Road Operation and Maintenance.........................................9-10
Table 9.3.2 Types of Inspection for MTHL (recommended) .........................................9-11
Table 9.3.3 Maintenance Requirements for Roads (Reference) ..................................9-13
Table 9.3.4 Maintenance Requirements for Bridge (Reference) ..................................9-14
Table 9.4.1 Main Duties in the Inspection and Maintenance by Job Type
(Recommended) .......................................................................................9-24
Table 9.4.2 Main Duties in the Toll Management by Job Type (Recommended) .........9-26
Table 9.4.3 Main Duties in the Traffic Management by Job Type (Recommended) .....9-28
Table 9.4.4 Vehicles for O/M (Recommended) ............................................................9-29
Table 9.4.5 Rough Estimated Cost of Routine Operation and Maintenance ................9-30
Table 9.4.6 Rough Estimated Cost of Periodic Maintenance .......................................9-30
Table 11.1.1 Toll rate setting on each case ...................................................................11-3
Table 11.1.2 Initial Investment Cost ..............................................................................11-3
Table 11.1.3 Phasing of construction works ..................................................................11-4

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Table 11.1.4 Operation and Maintenance Cost .............................................................11-4

Table 11.1.5 The result of financial analysis (Case 1) ...................................................11-5
Table 11.1.6 The result of financial analysis (Case 2) ...................................................11-6
Table 11.1.7 The result of financial analysis (Case 3) ...................................................11-6
Table 11.1.8 Cash Flow (Case 2) ..................................................................................11-7
Table 11.1.9 Toll rate, Traffic (per day), Revenue (per day) in each year ......................11-8
Table 11.2.1 Investment cost (financial cost and economic cost) ................................11-10
Table 11.2.2 GDSP Forecast in Maharashtra ..............................................................11-11
Table 11.2.3 Forecast of Population Growth in Maharashtra .......................................11-11
Table 11.2.4 Results of cost-benefit analysis in Case 1 ...............................................11-12
Table 11.2.5 Results of cost-benefit analysis in Case 2 ...............................................11-13
Table 11.2.6 Results of cost-benefit analysis in Case 3 ...............................................11-14
Table 11.2.7 Summery of sensitivity analysis (EIRR) ..................................................11-15
Table 11.2.8 Summery of sensitivity analysis (NPV)....................................................11-15
Table 11.2.9 Summery of sensitivity analysis (B/C) .....................................................11-15
Table 11.2.10 Operation and Effect Indicators...............................................................11-16
Table 12.1.1 Project Outline ..........................................................................................12-1
Table 12.2.1 Topographical and Geographical Features ...............................................12-3
Table 12.2.2 Outline of the IBAs in the Project Area ......................................................12-9
Table 12.2.3 Criteria of IBAs .........................................................................................12-9
Table 12.2.4 Socio-Economic Situation in the Project Area .........................................12-15
Table 12.2.5 GDP in India (FY2013-2014) ..................................................................12-16
Table 12.2.6 GDP PER CAPITA in India (FY2013-2014).............................................12-17
Table 12.2.7 GDP PER CAPITA in the Project Area (FY2013-2014) ...........................12-17
Table 12.2.8 GDP on Major Industry in Maharashtra State..........................................12-18
Table 12.2.9 Poverty Line in Maharashtra State ..........................................................12-19
Table 12.3.1 Summary and Contents of Rapid EIA 2012.............................................12-20
Table 12.3.2 Part of Schedule of EIA Notification 2006 ...............................................12-21
Table 12.3.3 Relevant Description on CRZ Notification 2011 ......................................12-22
Table 12.3.4 Specific Conditions in the CRZ issues to the MTHL project (2016) .........12-23
Table 12.3.5 CRZ clearance related conditions (Jan. 25 2016) ...................................12-24
Table 12.3.6 The conditions related to Forest clearance; (Jan. 22 2016).....................12-25
Table 12.3.7 Other Relevant Environmental Laws and Regulations ............................12-27
Table 12.3.8 Other Relevant Environmental Ratification Treaty...................................12-27
Table 12.3.9 Result of Preliminary Gap Analysis between JICA Guidelines and
Rapid EIA ...............................................................................................12-28
Table 12.4.1 Selected Factors on Alternative Analysis ................................................12-29
Table 12.4.2 Alternative Analysis (Span Length) .........................................................12-30
Table 12.4.3 Draft Scoping Matrix for MTHL................................................................12-32
Table 12.4.4 Reasons for Draft Scoping on MTHL ......................................................12-35

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Table 12.4.5 Draft Baseline Survey and Analysis Methodology on MTHL ...................12-38
Table 12.4.6 Result of Baseline and Forecast on Main Items ......................................12-41
Table 12.4.7 Monitored Ambient Air Quality (Rapid EIA 2012) ....................................12-48
Table 12.4.8 Ambient Air Standard in India .................................................................12-49
Table 12.4.9 Monitored Ambient Air Quality by MPCB and CPCB (2015)....................12-49
Table 12.4.10 Result of Comprehensive Quantitative Forecast on Air Quality ...............12-50
Table 12.4.11 Physical & Chemical Attributes in Aquatic medium (Rapid EIA 2012) ..... 12-51
Table 12.4.12 Soil Quality Survey Results (Rapid EIA 2012).........................................12-52
Table 12.4.13 Ambient Noise Level (Rapid EIA 2012) ..................................................12-52
Table 12.4.14 Ambient Noise Level (Rapid EIA 2012) ..................................................12-53
Table 12.4.15 Vibration Monitoring Result at Sewri (No.1:Sewri)...................................12-54
Table 12.4.16 Vibration Monitoring Result at Sewri (No.2:Shivaji Nagar) ......................12-55
Table 12.4.17 Forecasted Traffic Noise at the Station Points (with background level) ...12-55
Table 12.4.18 Forecasted Traffic Vibration at the Station Points ...................................12-56
Table 12.4.19 Draft Major Environmental Management Plan on MTHL .........................12-62
Table 12.4.20 Mitigation Measures on CRZ Clearance for MTHL ..................................12-68
Table 12.4.21 Environmental Monitoring Plan Pre and During Construction Phase .......12-69
Table 12.4.22 Environmental Monitoring Plan during Operation Phase .........................12-73
Table 12.4.23 Environmental Management and Monitoring Organization ......................12-77
Table 12.5.1 Schedule Stakeholder Meetings on EIA and SIA ....................................12-80
Table 12.5.2 Major Participants of Public Consultation on Scoping Stage ...................12-81
Table 12.5.3 Major Opinions and Discussions of the Stakeholder Meeting..................12-82
Table 12.5.4 Major Participants of Public Consultation on Scoping Stage ...................12-84
Table 12.5.5 Major Opinions and Discussions of the Stakeholder Meeting..................12-85
Table 12.6.1 Construction Schedule (as of Feb, 2016) ................................................12-88
Table 12.7.1 Other Necessary Environmental Permissions .........................................12-89
Table 12.7.2 Cutting Tree Permission Process............................................................12-90
Table 12.7.3 Outline of Construction Yard ...................................................................12-91
Table 13.1.1 Key Legislation Relevant to Land Acquisition............................................13-3
Table 13.1.2 Other Key Legislation Relevant to Rehabilitation ......................................13-4
Table 13.1.3 Project Section Wise Primary Legal Frameworks of MTHL .......................13-4
Table 13.1.4 Principals of Involuntary Resettlement Policy for MTHL ............................13-7
Table 13.2.1 Major Characteristics of Each Section and Present Status .....................13-10
Table 13.2.2 Components of MTHL in Each Section ...................................................13-10
Table 13.2.3 Overall Project Impacts...........................................................................13-11
Table 13.2.4 Acquired Property in Sewri Section .........................................................13-12
Table 13.2.5 Number of Full or Partial Affected Properties ..........................................13-12
Table 13.2.6 Expected Project Affected Persons in Sea-Link Section .........................13-13
Table 13.2.7 MTHL Project Land Acquisition Details ...................................................13-13
Table 13.2.8 CIDCO’s Land Acquisition Status for MTHL ............................................13-14

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Table 13.2.9 Socio-Demographic Profile of Sewri Section ...........................................13-14

Table 13.2.10 Employment Status of Sewri Section ......................................................13-15
Table 13.2.11 Commercial & Self Employment Activities...............................................13-16
Table 13.2.12 Annual Income Profile in Sewri Section ..................................................13-16
Table 13.2.13 Annual Expenditure Profile in Sewri Section ...........................................13-16
Table 13.2.14 Vulnerable Group Profile in Sewri Section ..............................................13-17
Table 13.3.1 Available Resettlement Site, Bhakti Park Clooney for Sewri Section.......13-20
Table 13.3.2 Entitle Matrix of Sewri Section ................................................................13-22
Table 13.3.3 Entitle Matrix of Sea-Link Section ...........................................................13-23
Table 13.3.4 Entitle Matrix of Navi Mumbai Section.....................................................13-24
Table 13.5.1 Role of Stakeholders for Implementation of R&R ....................................13-26
Table 13.6.1 Proposed Implementation Schedule for R&R ..........................................13-27
Table 13.7.1 Costs for Land Acquisition and Resettlement & Rehabilitation ................13-33
Table 13.8.1 Indicators for Internal Monitoring.............................................................13-35
Table 13.8.2 Indicators for Qualitative Independent Evaluation ...................................13-36
Table 13.9.1 Contents of the 1st SIA Explanatory Meeting ..........................................13-37
Table 13.9.2 Summary of the Key Stakeholders’ Comments 1st SIA Explanatory
Meeting...................................................................................................13-38
Table 13.9.3 Summary of PAPs and Responses at 2nd SIA Consultation Meeting .....13-39
Table 13.9.4 1st Consultation Meeting with Representatives of Fishing Societies ........13-41
Table 13.9.5 3rd MMRDA Fishermen Compensation Policy Development Committee . 13-43
Table 14.1.1 Scenarios of Global Warming postulated by IPCC ....................................14-3
Table 14.3.1 Projected Global Average Surface Warming at the End of the 21st
Century by IPCC .......................................................................................14-6
Table 14.3.2 Projected Global Average Sea Level Rise at the End of the 21st
Century .....................................................................................................14-9

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- LIST OF ABBREVIATIONS -

AASHTO American Association of State Highway and Transport Officials

AADT Annual Average Daily Traffic
AH Affected Household
AIDS Acquired Immunodeficiency Syndrome
APs Affected Persons
ATC Area Traffic Control
ATCC Automatic Traffic Counter-cum-Classifier
BMC Brihanmumbai Municipal Corporation
BEST Bombay Electric Supply & Transport
BWSL Bandra Worli Sea Link
CES Consulting Engineering Services
CIDCO City and Industrial Development Corporation of Maharashtra Limited
CTS Comprehensive Transport Study
CRZ Coastal Regulation Zone
CVCS Classified Vehicle Count Survey
CWC Central Water Commission
CWPRS Central Water & Power Research Station
ECB Emergency Call Box
EIA Environmental Impact Assessment
EMA External Monitoring Agency
EMP Environmental Management Planning
EPs Entitled Persons
ETC Electronic Toll Collection system
ETMS EFKON Toll Management System
FS Feasibility Study
GC Generalized Cost (in Rs.)
GDP Gross Domestic Product
HPC High Performance Concrete
HHTL Highest High Tide Level
IMF International Monetary Fund
INR Indian Rupee
IPCC Intergovernmental Panel on Climate Change
IPT Intermediate Public Transport
IRC Indian Road Congress
JICA Japan International Cooperation Agency
JRA Japan Road Association
JNPT Jawaharlal Nehru Port Trust
km kilometer

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LRFD Load and Resistance Factor Design

MAD Mean absolute difference
MbPT Mumbai Port Trust
MET Meteorological Observation System
MCGM Municipal Corporation of Greater Mumbai
MCNM Municipal Corporation for Navi Mumbai
MMB Mumbai Maritime Board
MMR Mumbai Metropolitan Region
MMRDA Mumbai Metropolitan Region Development Authority
MoT Ministry of Transport
MOEF Ministry of Environment and Forest
MSL Mean Sea Level
MSRDC Maharashtra State Road Development Corporation Ltd.
MTHL Mumbai Trans Harbour Link
MUIP Mumbai Urban Infrastructure Project
MUTP Mumbai Urban Transport Project
NAPCC India’s National Action Plan on Climate Change
NGO Non-Governmental Organizations
NMMC Navi Mumbai Municipal Corporation
NMIA Navi Mumbai International Airport
ODA Official Development Assistance
PAHs Project Affected Households
PC/PSC Prestressed Concrete
PCC Pure Car Cargo
PCU Passenger Car Unit
PMO Project Management Office
PPP Public Private Partnership
POL Petroleum, Oil and Liquids
RAP Resettlement Action Plan
RC Reinforced Concrete
RFID Radio Frequency Identification
RL Reduced Level
ROW Right of Way
RPCS Railway Passenger Count Survey
Rs Rupees
SEZ Special Economic Zone
SMP Social Management Plan
SOI Survey of India
SPT Standard Penetration Test
USD United States Dollar

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UK United Kingdom
UNFCCC United Nation Framework Convention on Climate Change
VMS Variable Message Sign
VOC Vehicle Operating Cost
VOT Value of Time

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1. BACKGROUND, OBJECTIVES AND IMPLEMENTATION

OF THE SURVEY

1.1 Background of the Project

Although the urbanization in the Republic of India (hereinafter called India) has been rapidly
progressing, infrastructure development in the urban areas has not caught up its
development speed. Particularly, the heavy traffic congestion in the urban areas due to a
lack of road network hinders the economic development in the urban areas. Given this
situation, the necessity of comprehensive infrastructure development plan was given the
importance for the growing economic developments in the 12th Five-Year (April 2012 to
March 2017) investment plan.

Mumbai Metropolitan Region, which includes Greater Mumbai and Navi Mumbai, has about
22.8 million people in population as of 2011 and the population density reached 20,694
people per km2 in the centre of Greater Mumbai, which is one of the overpopulated cities in
the world.

The Navi Mumbai which is in the east side of Greater Mumbai across the Mumbai Bay and
has large potential for development. The Government of Maharashtra has been facilitating
various infrastructure projects in Navi-Mumbai area, such as the Navi Mumbai International
Airport, Special Economic Zone (SEZ), expansion of Jawaharlal Nehru Port in order to
secure the sustainable economic development in MMR. Furthermore, the State Government
has also facilitated construction of National Highway 4B to Jawaharlal Nehru Port and
Mumbai-Pune Expressway. Similarly the Mumbai Trans Harbour Link (MTHL) would be an
important infrastructure project to improve the connectivity between Greater Mumbai and
Navi-Mumbai facilitating the economic development in Mumbai Metropolitan Region.

Mumbai Metropolitan Region Development Authority (MMRDA) had invited bids in 2013 for
implementation of the MTHL project on Public-Private Partnership (PPP-DBFOT) basis.
However there was no response to the bid process. Subsequently MMRDA decided to
implement the project on EPC (Design-Build) basis with the assistance Official Development
Loan (ODA) loan from Japan International Cooperation Agency (JICA).

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1.2 Outline of the Project

The project involves construction of about 22 km long full access-controlled link across the
Mumbai bay between Sewri in Mumbai and Chirle in Navi Mumbai with interchanges in
Mumbai and Navi Mumbai (see Location Map).

1.3 Objectives of the Survey

The objectives of the Survey are to provide the necessary information and data on the
objective, scope, cost, schedule, procurement method, implementation agency, and
operation & management system of the Project for application to Japanese ODA loan
scheme on time in response to its appraisal procedure with consideration of environmental
and social aspects

1.4 Contents of the Survey

The major contents of the Survey are as follows;

(1) Confirmation of Necessity and Relevance of the Project

• Review of the previous studies

• Additional engineering surveys comprising topographic survey, geological

investigation, traffic survey, environmental and social consideration surveys

• Preparation of the project outline including the major facilities and components.

(2) Confirmation of Necessity and Relevance of the Project

• Preliminary design of road and bridge

• Construction planning, cost estimate and implementation schedule

• Proposal of maintenance and operation system for MTHL

• EIA and SIA preparation

• Economic and Financial analysis

• Preparation of recommendations for project implementation

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1.5 Survey Implementation

The output of the Survey will made available as described in the schedule below.

• Middle of April 2015 : Submission of Inception Report

• Middle of August 2015 : Submission of Interim Report

• End of Feburary2016 : Submission of Draft Final Report

• Middle of June 2016 : Submission of Final Report

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2. GENERAL APPRECIATION AND DEVELOPMENT PLAN

2.1 Socio-Economic Conditions of the Project Area

2.1.1 Introduction

India is located in the south Asia and is the second most populous country holding 12.1
billion people (2011) in the seventh largest by area with 3.28 million km2 in the world. India
consists of 29 states and 7 union territories. The Indian economy is the world's seventh-
largest by nominal GDP with USD 2,308 billion according to the IMF statistics in 2015.
Thanks to the market-based economic
reform, India became one of the world’s
fastest economies and has accomplished
its average annual GDP growth rate of
5.8% over the past two decades. In the
2010-11 period its economic growth was
recorded as 6.1%. India can be
characterized as pluralistic, multilingual,
and a multi-ethnic society with rich natural
resources.

Mumbai is the largest city in India has and

it functions not only as the capital of the
Maharashtra State but also the gateway of
India for foreign trade as well as the
financial and commercial centre of India.
Furthermore, Mumbai lies in its
uniqueness as a city with very high
population density, substantial size of slum
and migrant population. The following
classifies the administrative jurisdiction Source: Comprehensive Transportation Study,
MMRDA, 2008
related to the Mumbai area.
Figure 2.1.1 MMRDA Jurisdiction Area

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2.1.2 Mumbai Metropolitan Region (MMR)

The Mumbai Metropolitan Region (hereinafter called MMR) is located on the western coast of
Maharashtra State of India, and spreads over 4,355 km2 with 22.8 million in population in
2011, which is one of the most populous area in the world, comprising 8 Municipal
Corporations such as Greater Mumbai, Thane, Kalyan-Dombivali, Navi Mumbai, Ulhasnagar,
Bhiwandi- Nizamapur, Vasai-Virar and Mira-Bhayandar; and 9 Municipal Councils, including.
Ambarnath, Kulgaon-Badalapur, Matheran, Karjat, Panvel, Khopoli, Pen, Uran, and Alibaug,
along with more than 1,000 villages in Thane and Raigad Districts.

Although MMR is also a capital of Maharashtra State, it has been developed as a financial
and commercial center of India and many headquarters of financial institutions are located
particularly in Greater Mumbai. Furthermore, since the Mumbai Bay forms a natural harbour,
namely Mumbai Port at Greater Mumbai side and Jawahalal Nehre Port at Navi Mumbai side,
maritime trade of two ports accounts for approximately 70% of the national maritime trade in
India.

The Mumbai Metropolitan Region Authority (hereinafter called MMRDA) is the responsible
agency for not only preparing long term plan but also implementing the strategic project as
well as financing infrastructure development in MMR.

2.1.3 Greater Mumbai Area

Greater Mumbai, which was previously known as Bombay, lies on the peninsula with a width
of 12km where it is broadest and approximately 40km in length in the north-south extent
surrounded on three sides by water; namely the Arabian Sea to the west and south and
Harbour Bay and Thane Creek to the east. Greater Mumbai has 437 km2 with the population
of 12.48 million in 2011. Many historical buildings such as the Gate of India, Mumbai Station
and administrative bodies and financial centers are located in this area.

The area started its development in 16th century after the cession of a group of islands to
Portuguese, and then possession of Britain in 17th century as the gateway of India. Until the
1970th, Great Mumbai owned its property for textile mills and sea ports. However, the local
economy has gradually diversified since then to include finance, gems & jewellery, leather
processing, information technology, and entertainment. Nowadays, Greater Mumbai has
become the business & financial capital of India. The headquarters of all major banks,
financial institutions, and stock exchanges such as State Bank of India, Life Insurance
Corporation of India, the National Stock Exchange of India and Tata Group are located in the
Greater Mumbai area.

On one hand, Greater Mumbai has faced the major urbanization issues common in many
fast-growing cities in developing countries, particularly widespread poverty and
unemployment. The second largest slum in Asia, named Dharavi, is located in the central

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Mumbai with approximately one million people living in 2.39 km2, which maybe the most
densely populated area in the world with a population density of at least 335,000 persons per
km2. Furthermore, the limited availability of land in the city area causes expensive housing
and office rent, which results in long commuting time on crowded bus and railways from
suburban areas.

Great Mumbai holds an international port, which has been the principal gateway to India, and
has handled general cargo. Recently, it has also developed special berths for dealing with
(Petroleum, Oil and Lubricants (POL), chemicals and Pure Car Cargo (PCC). According to
the annual report of 2013-2014 prepared by Mumbai Port Trust, who is operating the port
owned by the Government, the Mumbai Port handled traffic of 59.18 MT, which accounts for
10.65% of total freight handled by the major ports of India.

Since 1865, Greater Mumbai has been administrated by the Municipal Corporation of
Greater Mumbai (GCGM), including development and maintenance of infrastructure and
public facilities. The budget of the city body for 2011 is INR 204,173 million (USD 4,436 Mil).
Figure 2.1.2 shows the land use plan for 2014-2034 for Greater Mumbai.

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Source: Greater Mumbai Land Use Plan 2014-2034

Figure 2.1.2 Greater Mumbai Future Land Use Plan for 2014-2034

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2.1.4 Navi Mumbai

Navi Mumbai is one of the world’s largest planned townships developed at the opposite side
of Greater Mumbai across the Mumbai Bay. It started its development in 1972 in order to
facilitate decongestion of the Greater Mumbai area recommended by Mumbai Metropolitan
Regional Planning Board under the Maharashtra State.

The development area of Navi Mumbai spreads 344 km2 with 150km of creek line, including
14 well-planned nodes along mass transport corridors, and 45% of the land reserved for
green area. According to the latest census in 2011, the population of Navi Mumbai is
approximately 1.12 million, of which 35% of the total population has shifted from Greater
Mumbai.

The City and Industrial Development Corporation of Maharashtra Limited (CIDCO), which
was established in 1970 under the Indian Companies Act, 1956 and designated as the New
Development Authority for development of Navi Mumbai area, has been involved in planning
and development of New Towns for Navi Mumbai by selling land and properties constructed
in order to recover all cost of development.

Much effort has been made to attracting various industries from Greater Mumbai so far in
order to promote development of the Navi Mumbai side. Petrochemical industries in the
manufacturing sector built production units in the Navi Mumbai area in the first decade of its
development history. Whereas 277 factories are located in the Taloja Industrial Area,
approximately 391 factories are located in the Thane Belapur Industrial Belt, including all
types of process industries such as chemical, paper, plastic, etc. at present. The wholesale
traders in steel also shifted to Kalamoboli in Navi Mumbai. Furthermore, major wholesale
agricultural produce markets including vegetable and fruit also was shifted to the Agriculture
Produce Market Complex (APMC) from Greater Mumbai by 1996 and has contributed to
creating job opportunity to peoples in Navi Mumbai. In the recent years, CIDCO has been
promoting to attract IT and Information Technology Enabled Services (ITES) in Mumbai
rather than labour-intensive factories.

Navi Mumbai holds the biggest container handling port, Jawahalal Neharu Port, which
chartered Indian’s International trade in 1989, and presently deals with around 60% of the
country’s container cargo.

Figure 2.1.3 shows the Navi Mumbai Development Plan.

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Source: CIDCO HP

Figure 2.1.3 Navi Mumbai Development Plan

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2.2 Overview of National Development Plan and Road Sector

Development Plan

2.2.1 12th National Development Plan (2012-2017)

Although the economic growth in the Eleventh Plan (2007-2011) period achieved almost
7.9% compared to the 8% target as a whole, the economic growth has slowed down to 6.2%
in 2011-12 due to not only the global economic crises, but also stagnation of major
investment projects in energy and transport with a variety of implementation problems as well
as some changes in tax treatment in the 2012-2013, and the period of 2012-2013, which is
projected to be lower.

In this circumstance, the Twelfth National Development Plan (The Twelfth Plan) for 2012-
2017 was formulated through participatory process with various stakeholders. The Twelfth
Plan aims to reverse the present slowdown trend of economic growth to upward to the
average 8% in the target period through increase in investment and application of revival
policies to bring back the many strength of the economy which India has already held.

For achieving this goal, the Twelfth Plan targets three pillars of the visions; Faster, More
Inclusive and Sustainable Growth. The Twelfth Plan emphasizes the necessity of the faster
economic growth not only because it expects to improve the income of people and
production in all sectors, but also enables financial capital programs for inclusiveness to
expand their programs to the poor and the excluded groups. The second vision of “More
Inclusive” has a variety of dimensions in the policy application. This vision contains
“Inclusiveness as Poverty Reduction”, “Inclusiveness as Group Equity”, which targets
different socio-economic groups, including cast , tribe, and other backward classes,
“Inclusiveness as Regional Balance”, and “Inequality” in terms of income and living standards,
and “Inclusiveness as Empowerment”, which facilitates empowerment and participation not
only marginal groups and women but also improvement of governance, accountability of
government staff. The third vison “Sustainable Growth” stresses on reconciling the
development and protecting environment as well as focuses on application of
countermeasures against the climate change issues because it is said that India will be one
of the countries most severely affected from global warming sequences.

The Twelfth Plan emphasizes not only the necessity of capacity development of relevant
institutions but also infrastructure development in order to achieve the realization of “Faster,
More Inclusive and Sustainable Growth”. In the former topic, the national government will
establish National Investment Approval Board chaired by the Prime minister and including all
key ministries in order to deal with statutory clearances under various Acts for large scaled
infrastructure projects. In terms of the latter aspect, although the Twelfth Plan addresses the
policies in all sectors associated with infrastructure development, it focuses on the
aggressive promotion of PPP scheme for toll roads projects under BOT basis as well as

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improvement of the connectivity by roads in Jammu & Kashmir, the North East and other
Special Category States. As a target to be achieved in the road sector, the Twelfth Plan
stipulates the following targets;

• Connect all villages with all-weather roads by the end of the Twelfth Plan

• Upgrade national and state highways to the minimum two-lane standard by the end
of the Twelfth Plan

• Complete Eastern and Western Dedicated Freight Corridors by the end of the Twelfth
Plan

2.2.2 National Transport Policy

India Transport Report: Moving India to 2032, which summarizes a comprehensive and long
term national transport policy for the next 20 years, was compiled in 2014 after a series of
discussions in 21 meetings over almost 4 years by a High Level National Transport
Development Policy Committee (NTDPC) set up by the Government of India. The report
covers not only technical issues and policies of transport sectors but also emphasizing on the
importance of institutional and human resource development, financial arrangement, and
participation of private sector in infrastructure development, as well as comprehensively
discussing the issues and development policy for not only the road sector but also other
important transport sectors including railways, ports and shipping, urban transport and civil
aviation.

The report eventually recommended the following points for Roads and Road Transport
planning and development for next 20 years;

• Roads shall be regarded as a part of an integrated multi-modal system of transport,

and development of primary road networks must coordinate with planning of railway
network development, connectivity with ports, airports, SEZ, and logistic hub

• Continuation of expansion of rural connectivity through the current Pradhan Mantri

Gram Sadak Yojana (PMGSY) scheme.

• Further expansion of national and state highway network in tune with the economic
growth and other development projects and connectivity to Asian Highways

• Necessity of legal framework revision of the private sector participation in highway

projects to facilitate further participation.

• Necessity of review of the user fees on the national highways

• Facilitation of capacity development of state highway agencies

• Establishment of Road Safety and Traffic Management Board to tackle the road
safety issues

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2.2.3 Current Situation of the Road Network in India

India Transport Report: Moving India to 2032 also well summarizes the current situation of
Indian’s road network. The road network development from independence is shown in Table
2.2.1. The road network of India is relatively well developed comparing to other developing
countries in terms of density relative to both population and land area. Whereas in India, the
density is 336 km/100,000 people and 1382km/1,000 km2, in China it is 288 km/100,000
people and 403km/1,000 km2 while in Pakistan it is 149 km/100,000 people and 335km/1,000
km2.
Table 2.2.1 Road Network Development since 1951(‘000km)

Road Network 1951 1961 1971 1981 1991 2001 2011

(i) Total Length 400 524 915 1,485 2,327 3,374 4,690
(ii) of which National Highways 22 24 24 32 34 58 71
(iii) of which State Highway - - 57 94 127 132 164
Surfaced Roads 157 263 398 684 1,113 1,602 2,502
Source: India Transport Report: Moving India to 2032, NTDPC

From the table, it can be said that the Government of India has been concentrating on road
network development in the last 30 years particularly improvement of rural connectivity.

Table 2.2.2 shows the future investment plan for the road network expansion for next 20
years. The investment plan for next 20 years envisages to achieve the expansion of 12,500
km for Expressway network, and 180,000km for National Highway one by both the
governments and the private sector. Regarding the State Highway, the re-classification of the
State Highway to National Highway shall be made so that the physical target for the
expansion of the State Highway was not indicated in the India Transport Report.

Table 2.2.2 Further Investment Plan for Road Network Development

Period Total
2012-17 2017-22 2022-27 2027-32 2012-32
Expressway (km) 500 2,000 4,000 6,000 12,500
National Highway (km) - 80,000 - 100,000 180,000
State Highway (km) - - - - -
Source: India Transport Report: Moving India to 2032, NTDPC

Table 2.2.3 shows the future investment plan for road network development by road class
and the target period. From the table, the Government planned the huge amount of
investment (approximately average 360 million USD per year) in the road network
development in the next 20 years, while facilitating the investment from the private sector.
Thus, it can be said that the Indian Government is still focusing the expansion of the road
network for economic and social development.

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Table 2.2.3 Further Investment Plan for Road Network Development

(Billion INRs)
Scheme 2012-2017 2017-22 2022-27 2027-32 2012-32
Private Private Private Private Private
Total Total Total Total Total
Sector Sector Sector Sector Sector
Expressway 200 Nil 600 100 1,200 300 1,800 1,000 3,800 1,400
National Highway 2,150 600 3,150 800 4,200 1,150 5,700 1,450 15,200 4,000
Special
Scheme:SARDP-
NE+ 250 Nil 400 Nil 500 50 600 50 1,750 100
Arunachai package
(Central Sector)
Other specific
Scheme 100 Nil 150 Nil 200 Nil 200 Nil 650 Nil
(Central Sector)
State Highways 2,100 150 2,700 250 3,200 350 3,600 400 11,600 1,150
Major District Roads 1,000 Nil 1,300 Nil 1,600 Nil 2,100 Nil 5,700 Nil
Rural Roads 1,450 Nil 1,850 Nil 1,300 Nil 1,100 Nil 5,700 Nil
Total 7,250 750 10,150 1,150 12,200 1,850 15,100 2,900 44,700 6,650
Remarks: SARDP-NE: Special Accelerated Road Development Program in North East under Ministry of
Development of North Eastern Region
Source: India Transport Report: Moving India to 2032, NTDPC

2.3 Master Plan and Transport System in MMR

2.3.1 Regional Master Plan for MMR

MMRDA was the responsible organization to prepare the Regional Mater Plan for MMR and
the first Regional Master Plan for MMR was compiled in 1973. After considering various
planning aspects, MMRDA prepared the revised Regional Plan for the period 1996-2011,
which was approved by the State Government on 23rd September, 1999 and it came into
force with effect from 1st December, 1999. At present, the 2nd revision of the Regional Plan
for MMR (2011-2031) is still in progress. As per Metropolitan Planning Committee (MPC) Act,
1999, this revision of the Regional Plan will be carried out by the MPC, while receiving
support from MMRDA. For preparing a new Development Plan, MPC set up the four study
groups comprising (1) Land Use, (2) Industry and Investment, (3) Environment, (4)
Transportation, and (5) Housing and envisage to include outputs of the CTS, business plan
for MMR, Chitale Committee Report and Concept Plan for MMR. Figure 2.3.1 shows the 1st
revision of Regional Development Plan for MMR (1996-2011).

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Source: MMRDA

Figure 2.3.1 Regional Development Plan for MMR (1996-2011)

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2.3.2 Comprehensive Transportation Study (CTS) for MMR

The Comprehensive Transportation Study (CTS) for Mumbai Metropolitan Region (MMR),
which was guided by MMRDA and supported by World Bank, was completed in July 2008
over 25 years after the issuance of the last comprehensive transport study. The CTS
formulated short term (2016), medium term (2021) and long term (2031) transportation
strategies and guidance for MMR, and recommended specific public transport and highway
development projects by each targeted year. The report provided a vision for MMR’s future
transportation as seamless, integrated system, in which commuters can make their journeys
safely and conveniently by various modes of transport, particularly by public transport, and
recommended the development of Multi Modal Corridor in MMR to take care of the varied
travel demands of the region for the horizon period up to 2031.

Accordingly, whereas the CTS recommended to developing the metro and suburban railway
network in the MMR, it also proposed to develop the highway network in the region with
cumulative length of 982km by 2016, 1229km by 2021 and 1739km by 2031. The MTHL was
categorized as the road to be completed by 2016 at that time. Thus, the MTHL has been
regarded as the priority road for MMR for long time, considering its function and importance
connecting between the Greater Mumbai and Navi Mumbai.

2.3.3 Current Situation of the Road Network in MMR

The present road network of MMR comprises Expressways, National Highways, State
Highways, Major District Roads, other district roads and village roads. Although there is no
recently available data for the road network of MMR, the CTS report described that according
to MMRDA’s estimate as of 1998, the total length of road network in MMR is 7,003.5 km, out
of which National Highways, State Highways and Major District Roads is 942.87km. In the
Greater Mumbai area, whereas three urban arterial roads (Western Freeway, Eastern
Freeway and Sion – Panvel highway) are functioning as the backbone of the peninsula, the
west-east direction has not developed well. Figure 2.3.2 indicates the present road network
in MMR.

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Source: Comprehensive Transportation Study, MMRDA, 2008

Figure 2.3.2 Planed Road Network in MMR in 2016

The present situations of the road network for MMR can be partially obtained from the survey
results conducted in the CTS. The road network survey was conducted for 2,321 km of the
roads in MMR including the length, the number of lane, the width of ROW, and pavement
conditions. Table 2.3.1 shows the road length by each administrative area of MMR.

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Table 2.3.1 Road Network Length by Administrative Area surveyed in CTC

Region/Area Name Surveyed Network Data (km) Share (%)
Greater Mumbai 787 33.9
Navi Mumbai 130 5.6
Panvel 38 1.6
Region East of Panvel 32 1.4
Khalamboli – Kharghar - Taloje 95 4.1
Uran 104 4.5
Pen Alibag 191 8.2
Vasai- Viral 113 4.9
Mira-Bhayandar 65 2.8
Thane 96 4.1
Kalyan Dombivli U/A 150 6.5
Bhiwandi - Nizampur 93 4.0
Region North of Bhiwandi(rural) 149 6.4
Ambemath – Badlaapur-Ulhasenagar 138 5.9
Karjat-Khopoli-Matheran 138 5.9
Total 2,321 100
Source: Comprehensive Transportation Study for MMR, MMRDA 2008

In terms of the number of lane, whereas 52.5% of the total road network has 2-lane road,
31.0 % of the total road network has more than 4-lane roads. The remaining is a single lane
road.

Regarding the pavement conditions of the surveyed road network of MMR, it was observed
that the pavement is in good condition for 39% of the total length, and for 38% of the length
the pavement condition is satisfactory. On the one hand, the 23% of the total length is in poor
condition.

2.3.4 Other Transport System in MMR

Public transport comprising train and bus has been mainly utilized by people in MMR rather
than a private car according to the CTS for MMR. Particularly, train mode for passenger
accounts for 52%, particularly relatively long distance trip because of a very mature and
efficient railway network in MMR as well as low fares. The average weekday suburban
railway travel demand was estimated as 15 million passengers /km in 2005 at average trip
length of 26km. Bus system is also predominant transport mode in MMR. The bus mode
carried 3.55 million passenger in 2005, which occupies 26.3% of total travel demand in MMR.
Further improvement and expansion of suburban railway system has been implemented in
Mumbai Transport Project II approved in 2010 supported by WB.

In addition to suburban railway and bus system, mass transit system has been implemented
with PPP scheme in mainly the Greater Mumbai area by MMRDA based on the Master Plan
for Mumbai Metro prepared in 2003. The Master Plan includes 9 corridors covering a length

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of 146.5km, out of which 32.5km was proposed as an underground structure and the
remaining was elevated. As of 2015, Line 1 measuring 11.4km in length routing from
Versova-Andheri-Ghatkopar has already been completed and Line 2 measuring 32.0 km in
length, connecting Charkop-Bandra-Mankhurd, is under construction. Figure 2.3.3 shows the
transport network plan in MMR in 2016.

Source: Comprehensive Transportation Study, MMRDA, 2008

Figure 2.3.3 Planed Transport Network in MMR in 2016

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2.4 Major Development Plans in Navi Mumbai Area

2.4.1 Introduction

This sub-chapter describes the various development plans in the Navi Mumbai area, which
clarifies the importance of connecting the Greater Mumbai and Navi Mumbai areas. The
locations of each development area are indicated in Location Map.

2.4.2 Navi Mumbai International Airport

Due to fast reaching saturation of the existing Mumbai Airport, which was receiving 29 million
passengers in 2011-12, located in Greater Mumbai and further enhancement of passenger
and freight handling capacity, the Navi Mumbai International Airport has been under planning
at the Navi Mumbai side. According to the plan of the Navi Mumbai International airport plan
managed by CIDCO, the airport spreads over 1,160 ha including 2 parallel runways for
simultaneous and segregated parallel operation with full-length taxi ways on either side of the
runways, and can accommodate new large aircrafts compatible to aerodrome code 4-F, as
well as having ultimate capacity of 60 million passengers per annum at the final stage of the
airport development plan. Since the airport was planned as a state of the art “ Greenfield
“ international airport, the airport plan includes an idea to develop a mangrove park with 245
ha on Waghivali Island next to the airport area as well as to re-generate 370 ha of mangrove
forest at Kamoth and Moha Creek. The airport project will be implemented into 4 phases by
PPP scheme and the target passenger capacity of each phase is indicated in Table 2.4.1.

Table 2.4.1 Targeted Passenger Capacity of Navi Mumbai International Airport by

Phase
Traffic Project Cost
Phase Operations Year
(Million Passenger per Annual) (IDR Million)
1 2019 10 621.5
2 2022 25 369.9
3 2027 45 316.2
4 2031 60 149.8
Total 1,457.4
Source: Navi Mumbai New Airport Brochure, CIDCO, Feb.2014 and modified the operations year based
on the interview to CIDICO by JICA Study team

The airport plan also proposes enhancement of the connectivity with the new airport by not
only road but also railway. In the road connectivity, the proposal particularly cited the MTHL
and Vasai to Alibaug Multi Modal Corridor.

According to the interview with CIDCO, the concessioner for the project implementation will
be selected within 2015 and the construction work will be commenced in early 2016 in order
to secure the opening target of 2019.

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2.4.3 Special Economic Zone Development

The Navi Mumbai Special Economic Zone (NMSEZ), special duty-free area with the total
area of 2,140 ha, including 3 nodes of Navi Mumbai, namely Dronagiri with 1,390 ha, Ulwe
with 400 ha and Kalamboli with 350 ha designed to facilitate foreign investments in a
comprehensive economic activities, including manufacturing, trading, IT service and financial
services. The SEZ project was initiated in 2000 according to the revision of the Export-Import
Policy of the Government and formally approved in 2002. The project has been implemented
though public-private partnership scheme and the strategic investors have been selected by
CIDCO though international bidding process. CIDCO and these strategic investors have
formed a special purpose company, i.e. NMSEZ Private Limited, to accelerate the progress.
As of 2014, 1,842 ha have been handed over the investors.

However, the progress of the SEZ development has been stagnant due to mainly non-
enactment of the Maharashtra SEZ Act, global recession and difficulty to attract the investors
due to slow progress of the new airport development and MTHL realization. Notwithstanding
the stagnancy, the owner investors for 3 nodes have built the boundary walls and water
supply system, road with drainage system and the building works are under progress at
present.

2.4.4 Expansion of Jawahalal Neharu Port

Jawahalal Neharu Port (JNP) is the largest container port in India, comprising three
dedicated container terminals with 2,581 ha of the land area operated by JNP Trust, although
it has been dealing with bulk and cement ships. JNP started its operation in 1989 and
presently handled 63.8 million tons of cargo in 2014-15 including 4.467 million TEU
containers, which accounts for approximately 56 % of the total containers handled by all
major ports in India. The maximum permissible draft at JNP varies from 6.0m to 14.5m
depending on the purpose of the berth. The JNP has been connecting with 31 Container
Freight Stations (CFS) and 34 Inland Cargo Depots (ICD).

JNP Trust is now planning to invest around IRs 60 million to develop deeper navigation
facilities. According to the plan, the approach channel will be deepened to 13.5 m which
enables the port to handle fourth and fifth generation container ship, which have the capacity
to carry more than 3,000 TEU for the fourth generation and more than 6,000 TEU for the fifth
one, comparing to the current third generation cargo with up to 3,000 TEU. Furthermore, an
additional railway track connecting the Indian Railway, upgrading the approach roads to the
national highway and to Navi Mumbai by doubling the present width are also included in the
port expansion plan.

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2.5 Japanese Firm’s Operation in India

2.5.1 Introduction

According to the list of Japanese firms operating in India as of Oct. 2013 prepared by
Embassy of Japan and JETRO, there are 1072 of Japanese firms, which comprises both
local subsidiaries and non-subsidiaries of the Japanese firms, operating in India. The list of
Japanese firms is provided in Appendix 2.1. The number of the Japanese firms in India has
been rapidly increasing, e.g. by 16% from 2012.

In the Maharashtra State, Japanese firms established a total of 397 branches, representative
offices or the sales office, out of which 248 of the Japanese firms have their business bases
in Mumbai. Since Mumbai is the finance and foreign trading center of India, the majority of
the Japanese firms are the ones in finance, insurance, trading and logistics sector. On the
one hand, there are 105 of the business bases of the Japanese firms in Pune and its
surrounding area. Since many foreign manufacturers particularly in auto mobile sector have
established its production base in the area because of availability of educated human
resources and advantageous location to deliver the products to the local market of India, the
Japanese manufacturers including automobile and its related device production have built
the production bases in the area. In 2013, JETRO Mumbai signed a memorandum of
understanding (MOU) with Maharashtra Industrial Development Corporation (MIDC),
supporting MIDC to develop the new industrial zone in Pune exclusively for Japanese
manufacturers and promote recruiting activities for Japanese firms to invest in the new
industrial zone. Considering this trend, more Japanese manufacturers are expected to
establish their production bases in Pune area in future.

According to the interview with the logistics firms located in Mumbai, such Japanese firms in
Pune are often using the Mumbai Port for importing the materials required for production.
Accordingly, they have high expectation that opening of the MTHL would contribute to
shortening transport time between the Mumbai Port and Pune, since the present route
causes unpunctual delivery due to restriction of entering the city areas in Mumbai and Pune
area.

2.5.2 Japanese Firm’s Operation in MMR and Maharashtra State

According to the list of Japanese firms prepared by JETRO in 2013, several Japanese
construction companies have been performing their activities in the Indian market as listed in
Table 2.5.1. Except one firm, all of the firms have established their subsidiary firms in India
and have been performing activities in the Indian Market.

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Table 2.5.1 Japanese Construction Company in India

Name of Company Locations of its Activity
Kajima India PVT Ahmedabad, New Delhi, Gurgaon, Alwar
Maeda Corporation India PVT New Delhi, Chennai, Pune, Bangalore
Shimizu Corporation India Chennai, Mumbai, Bangalore
SMCC Construction India Chennai, Pune, Vadodara, Bangalore, New Delhi
Penta-Ocean Construction India PVT Gurgaon
Taisei Corporation Gurgaon (liaison office), Kolkata
Takenaka India PVT Ahmedabad, Bangalore, Alwar, Chennai
L&T Chiyoda Vadodara
JFE Engineering India Mumbai
Source: Japanese Firm List, EOJ and JETRO, 2014

However, their activities have been limited to only building works such as construction of
factories/buildings awarded from the Japanese manufacturers, who invested in India, and
there have been little experience of civil works such as bridge and road works in India.
Whereas only Shimuzu Corporation has experience in civil works in Delhi Metro Phase-1
project, JFE Engineering has been undertaking the Delhi Freight Corridor Project, with both
projects being funded by Japanese ODA Loan.

2.6 Construction Industry in India

2.6.1 Overview

The construction industry has been contributing to the national economy. It accounted for
approximately 8% of GDP in the five year’s period from 2006-07 to 2010-11, which was
valued at INR 3,850 billion in 2010-11, and it has been continuing with the upward growth
from 5% to 10% since 2005-06.

Approximately 31,000 enterprises involved in the construction industry and 41 million people
were working for the construction industry in 2011, which was the second largest employer
after the agricultural sector.

According to the 12th Five-Year Plan (2012-17), approximately USD 1 trillion is planned to
invest for the infrastructure over this period. By value, Indian construction projects can be
subdivided into infrastructure projects (49%), real estate and housing projects (42%) and
industrial projects (5%). Thus, the construction industry is expected to continuously develop
further supported by a large amount of investment in the infrastructure, real estate and
housing projects. Table 2.6.1 shows the growth of the construction sector.

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Table 2.6.1 Growth of Construction Industry in India

Year 2006-07 2007-08 2008-09 2009-10 2010-11
GDP from Construction (billion INR) 2,850 3,150 3,330 3,560 3,850
Share of GDP (%) 8.0 8.1 8.0 7.9 7.9
Growth rate for GDP in Construction (%) 10.3 10.7 5.4 7.0 8.1
Source: Handbook of Statistics RBI 2011

However, there are some issues to be solved for further development of the industry. The
12th Five Year Plan pointed out the issues; (i) Insufficient structured training and skill building
programs, (ii) No unified legal framework regulating the construction industry in India, (iii)
Lack of efficient and stable system for dispute resolution, (iv) Inadequate financing scheme
to the construction firms, (v) Low investment of the firms in the research and development to
acquire the cutting-edge technology.

2.6.2 Construction Firms, Registration and Tender System

It was estimated in 2011 that there were approximately 31,000 firms in the construction
industry of India. However, the majority of the firms are in the small scale category with less
than 200 workers and only 350 enterprises have more than 500 employers.

Both central and local governments provide the registration system for the contractors who
have intention to participate in the public works. According to “Enlistment Rules 2005”
established by Central Public Works Department of India, there are five classes for civil
works, and each class has the criteria to be fulfilled to register, which comprises (i) Past work
experiences of the completed works in last 5 years, (ii) Financial soundness, (iii) Engineering
establishment including the necessary number of the certified human resources, (iv)
possession of construction machinery and equipment. Depending on the registration class,
the amount of the tendering limit shall be defined. For example, the highest class of the
contractor, called “Class 1” of the Civil Category, can participate in public projects up to INRs
200 million in contract price. Table 2.6.2 shows the criteria of the registration of civil
contractors for road works.

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Table 2.6.2 Registration Criteria of Civil Contractors for Road/Civil Works

Tendering Past experience Financial

Engineering
Class Limitation in last 5 yrs Soundness Machinery
Establishment
(INRs Mil.) (INRs Mil.) (INRs Mil.)
I 200 3 projects with INRs 20, Banker’s a) 1-graduate i) 1-Wet macadam
two for roads and one certificate of engineer with 5 mix plant
for any civil works INR 130 years experience ii) 2-Paver finishers
or b) 1-graduate iii) 5-Road rollers
2 projects with INRs 40 engineer with 2 iv) 5-Trucks/Tippers
or years experience v) 2-Vibrator road
1 project with INRs 107 c) 1-diploma roller
engineer with 5
years experience
d) 2-diploma
engineers each
with 2 years
experience
II 50 3 projects with INRs 8, Banker’s a) 1-graduate i) 1-Wet macadam
two for roads and one certificate of engineer with 5 mix plant
for any civil works INR 33.5 years experience ii) 1-Paver finishers
or b) 2-diploma iii) 3-Road rollers
2 projects with INRs engineers iv) -Trucks/Tippers
12.5 including one v) 1-Vibrator road
or with 5 years roller
1 project with INRs 25 experience
III 12 3 projects with INRs 2, Banker’s a) 1-graduate i) 1-concrete mixer
two for building and certificate of engineer with 3 ii) 1-mortar mixer
one for any civil works INR 8 years experience iii) 2-Needle vibrator
or iv) 1-Beam vibrator
2 projects with INRs 3, vi) 4-Slab vibrator
one for building and
one for any civil one
or
1 project with INRs 6
for building
IV 5 3 projects with INRs 8, Banker’s a) 1-diploma i) 1-concrete mixer
two for roads and one certificate of engineer with 3 ii) 1-mortar mixer
for any civil works INR 3.1 years experience iii) 2-Needle vibrator
or iv) 1-Beam vibrator
2 projects with INRs vi) 1-Slab vibrator
12.5
or
1 project with INRs 25
Remarks: No specific requirements for roads works for Class-III and IV
Source: Enlistment Rules 2005, Central Public Works Department

In case of the large scale of a project with more than INRs 200 million, the client set the pre-
qualification criteria for the tendering to determine the eligible bidders depending on the
project features and this classification system cannot be utilized.

“CPWD Works Manual 2014” issued by Central Public Works Department briefly describes
the tender procedure for public works. For the project with less than INRs 200, if a contractor

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is enlisted in the CPWD or relevant agencies and state governments, he shall be eligible to
tender for works up to the amount permitted by virtue of his enlistment limit in the respective
agencies and only financial bid shall be submitted at the tender.

In case of the project with more than INRs 200 million, two or three envelope system shall be
applied for the bid. Whereas the two envelope system requires (i) Documents related to
eligibility criteria and (ii) Financial bid in the separate envelope, the three envelope one
requests the bidder to submit (i) Documents related to eligibility criteria, (ii) Technical bid, and
(iii) Financial bid separately. In the two envelope system, Envelope-1 containing the
documents related to eligibility criteria shall be open first and such documents shall be
evaluated by the client or the competent authority. Financial bids of the qualified bidders shall
then be opened at the notified time, date and place in presence of the bidders. In the three
envelope system, Envelope-1 containing the documents related to eligibility criteria shall be
opened first. Technical bids of the bidders who meet the eligibility criteria shall then be
opened at designated time, date and plan in front of the bidders. After the finalization of the
technical bids, the financial bids shall be opened. Although the validity of the bids shall be set
from the date of opening the technical bids, it normally set up to 90 days for the projects
managed by the national agencies.

The normal tendering procedure for civil works is as follows;

• Public notice of the tender and delivery of the bid documents: 14 days for the
project with more than INRs 200 million in the estimated cost.

• Tender period: it is determined by the client depending on the complexity of the

project and type of the contract such as Design-Build contract. During the tender
period, pre-bidding conference shall be held and the bidders can make the
clarification of the bid documents by the notified date in the bid documents

• Tender evaluation: Contract negotiation with the bidder who is ranked first after both
technical and financial bid evaluation

• Contract award with the bidder who can reach the agreement on the contract
conditions and contract price with the client.

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3. REVIEW OF PREVIOUS STUDIES ON MTHL

3.1 Previous Studies of MTHL

A bay crossing concept with bridge between Greater Mumbai and the mainland was first
proposed by Wilbur Smith and Associates, who conducted extensive studies and submitted a
study report to the Ministry of Transport on 19 December 1963. Together with other projects,
the report proposed the construction of a sea link, known as the Uran Bridge, to connect
Greater Mumbai with the mainland. However, the report at that time recommended waiting
until the time when “the Trans-Thana area develops further and more community services
are extended to Uran”, which is presently called as Navi Mumbai.

Following that report, there was a series of studies undertaken to materialize the bay
crossing concept such as the “Regional Plan” in 1973, “The Comprehensive Road Transport
Plan” in 1983, “Bombay Urban Transport Project” in 1984 and “Comprehensive Transport
Plan” in 1994. Table 3.1.1 shows the recent feasibility studies and documents. Through such
studies, various road alignments have been studied by different organizations over the years

Among them, “Final Feasibility Study Report: Detailed Feasibility Study and Bid Process
Management for Selection of Developer for MTHL: Sewri to Nhava in MMR, Maharashtra
State, India 2012” (hereinafter Final Feasibility Study Report, 2012) is the latest feasibility
study to prepare the bid documents for BOT scheme, which incorporated outcomes of the
previous studies.

For the last BOT tender, in May 2012 MMRDA shortlisted five consortiums out of six ones
that had expressed an interest in the project. However, by August 5, 2012, none of the five
shortlisted firms submitted the bid on the project. As a result, the MMRDA decided to scrap
the BOT scheme for the project in August 2013.

Considering the precedent, it is worth to extract essential knowledge and considerations from
the previous studies and identify a gap from the current practice applying to the similar
nature of the project in order to prepare the concrete plan for realization of MTHL. For this
purpose, a review of previous studies is conducted mainly focusing on the Final Feasibility
Study in 2012 in this chapter.

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Table 3.1.1 Previous Studies and Documents for MTHL in Recent Years

Document
No. Title Prepared By Remarks
Issued Date
Feasibility Study
Techno-Economic Feasibility
1 Study for Mumbai Trans Aug-2004 CES Full Feasibility Study
Harbour Link
BOT Tender
BOT Tender Documents
2 Jul-2006 STUP & JMI etc.
(Vol.1,2 & 3)
Reliance Energy &
3 BOT Financial Proposal Dec-2007 BOT Scheme
Hyundai
BOT Financial Proposal (Vo. 1 IL & FS. SKIL, Laing
4 Feb-2007
& 2) O’Rourke
Design and Build Tender
Tender Document for Design Design and Built
5 Oct-2008 MSRDC / STUP
& Build MTHL, Vol 1-6 Scheme
Metro Study
Detailed Project report for
Rail Bridge Feasibility
6 Mumbai Trans Harbour Metro Apr-2010 RITES
Study
Rail Link
Pre-Feasibility Study
Study on Mumbai Trans Pre-feasibility Study
7 Harbour Link in the Republic Mar-2011 METI, Japan by Japanese
of India Government
Feasibility Study and BOT Tender
Final Feasibility Report (Vo. 1 ARUP, CES and Full Feasibility Study
8 Dec-2012
& 2) KPMG and BOT Tender
Source: JICA Study Team

3.2 Review of Traffic Demand Forecast

3.2.1 Overview

Although the previous studies on MTHL are listed in below, the following studies1 in the
public domain over the last 10 years shall be focused on the review purpose for traffic
demand forecast;

• Techno-Economic Feasibility Study for Mumbai Trans Harbour Link prepared by

Consulting Engineering Services (CES), 2004;

• Comprehensive Transportation Study for Mumbai Metropolitan Region (CTS)

prepared by Lea International, 2008;

1
In fact, there have been several requests by government for the private sector to develop this project in recent
time. However the Study Team does not have access to such reports and in any case, it would not be
appropriate to include them at this time.

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• Mumbai Trans Harbour Link prepared by Arup et al, 2012; and

• Study on the Mumbai Trans Harbour Link Road, prepared by Ernest and Young Shin
Nihon LLC et al, 2012.

3.2.2 Techno-Economic Feasibility Study for MTHL

This analysis for MTHL was undertaken approximately 10 years ago. It assumed that the
bridge would be open to traffic in 2011. The analysis was based on the earlier 2003 Mumbai
Urban Infrastructure Project. The study considered three possible development scenarios
namely with a car reference toll2 of 100 Rs:

• Scenario 1 ~ MTHL without the Navi Mumbai International Airport (NMIA) and without
Special Economic Zones (SEZ);

• Scenario 2 ~ MTHL without the NMIA and with SEZ; and

• Scenario 3 ~ MTHL with NMIA and with SEZ.

Under Scenario 1, MTHL was forecasted to attract a traffic volume of around 46,000
passenger car units (pcu) of traffic rising to 73,000 pcu by 2022, which is the currently
proposed opening date of MTHL. A growth rate of some 4.3% per annum was applied. Even
at this time, it was realized that the development of both the SEZ and the airport were
important in the estimation of traffic on MTHL. From this project, the traffic in 2022 was
estimated to increase by 15% with the inclusion of SEZ and a further 12% with the inclusion
of NMIA in the scenario. This would increase the traffic in 2022 to 93,200 pcu.

3.2.3 Comprehensive Transportation Study (CTS) for MMR

This study outlined the model that all subsequent analyses of demand forecast for the MTHL3
are built upon. The model follows the principle of the classic four step transport model with
modules for generation, distribution, mode split and assignment. The database used for
development of the model was based on a home interview survey of 60,000 households in
the metropolitan region in 2005, which provides the database for model development. The
overall planning process associated with CTS is shown for completeness in Figure 3.2.1.

The study forecasted that the population of metropolitan Mumbai will grow from 20 million in
2005 to 34 million in 20314 with an annual growth rate of a little over 2 per cent per annum.
During the same period, this study assumed that the private vehicle ownership is expected to
grow by a factor of nearly four and half times (or at approximately 6% p.a.).

2
The toll will vary by vehicle class. However a reference toll is that for a single car for purposes of comparison.
3
In this study, MTHL is shown in the 2011 network. The daily flow would be expected to be around 46,000 pcu.
4
Today MMRDA’s population forecast remains at 34 million for the Mumbai Metropolitan Region (MMR) in 2031.

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The study proposes an extensive increase in transport infrastructure up to the year 2031.
The forecast for MTHL crossing in 2031 is around 102,700 pcu per day5 at the reference toll
of 100 Rs. The estimate of traffic flow in 2022 is 73,200 pcu.

3.2.4 MTHL (2012)

The objective of this study was to determine the feasibility of the MTHL via a BOT scheme
and preparation of tender documents. This study followed on from CTS with an enhancement
to build the ‘best estimate’ of the existing travel patterns following any socio-economic
changes since the completion of CTS.

The methodology for future forecasts follows the procedures of CTS whilst maintaining the
balance between supply and demand as seen in Figure 3.2.2. The model structure
configuration essentially followed the same structure as CTS. The anticipated opening of
NVMIA was assumed as 2017 at MAP rising to 10 MAP by 2018.

The forecast traffic volume on MTHL was estimated at 68,000 pcu at the opening in 2017,
with a car reference toll of 150Rs. This volume is forecast to increase to 89,000 pcu and then
140,600 by 2021 and 2031 respectively. The study suggests that the provision of a parallel
rail link only reduces the traffic on MTHL by around seven per cent.

5
This volume is derived by the adoption of a peak hour factor of 7%. The reference toll for a car is 100 Rs.

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Source: CTS
Figure 3.2.1 Overall Planning Process

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Source: Mumbai Trans Harbour Link prepared by Arup et al

Figure 3.2.2 Structure of the Travel Demand Model

3.2.5 Study on the MTHL Road

The focus of this study was to determine the feasibility of the project’s construction via a PPP
scheme. The study was conducted by the Ministry of Economy, Trade and Industry,
Government of Japan. This study is also adopting a broad approach linked closely with CTS.
However, the transport model developed to estimate transport demand is essentially
independent of CTS since the series of transport data developed by CTS including the base
and future year matrices was not available. Simple approach of transport demand forecast
such as entropy maximization method was adapted and base and future year matrices were
created using the method.

This project required assessment of financial viability. Through the analyses of three
reference toll levels (as seen in Figure 3.2.3 and Figure 3.2.4), the project was found to be
sensitive to toll variation. A 50 Rs toll attracts nearly 50% more traffic than a 150 Rs toll,
although the 150 Rs toll yields a revenue around 50% higher.

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Vehicle Flow against Toll

70,000

60,000

50,000
VEHICLES

40,000

30,000

20,000

10,000

0
0 20 40 60 80 100 120 140 160
CAR REFERENCE TOLL

2021 2031

Source: Study on the Mumbai Trans Harbour Link Road, Ernest and Young Shin Nihon LLC et al

Figure 3.2.3 Impact of Toll on Vehicle Flow

Annual Revenue (mil Rs) against Toll

3,000.0

2,500.0

2,000.0
REVENUE

1,500.0

1,000.0

500.0

0.0 CAR REFERENCE TOLL

0 20 40 60 80 100 120 140 160
2021 2031

Source: Study on the Mumbai Trans Harbour Link Road, Ernest and Young Shin Nihon LLC et al

Figure 3.2.4 Impact of Toll on Revenue

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3.2.6 Findings from Earlier Studies

The Earlier estimates of traffic on MTHL as shown in Table 3.2.1. The principal findings from
the earlier studies reviewed is that there is a need for the MTHL to proceed to construction in
a timely manner.

Note: While it is difficult to compare demand forecasts between projects since all of these earlier
studies used different assumptions and were undertaken for different reasons.

Table 3.2.1 Earlier Estimates of Traffic on MTHL

Year of Project Estimated Volume in

Project Reference Toll (Rs)
Undertaking 2022 (pcu)
CES Study 2004 100 93,200
CTS 2008 100 73,200
MTHL: Final FS 2012 2012 150 94,000
6
MTHLR 2011 150 48,000
Source: JICA Study Team

3.2.7 Consideration

Based on the review of earlier studies, the forecasted traffic volumes on MTHL were found
significantly different against future assumptions such as future network, toll system and
future development plan including Navi Mumbai airport and SEZ. In particular, several
conditions have been rapidly changing as a result of rapid economic growth of the study area.
Therefore, appropriate and realistic future assumptions of transport demand forecast needs
to be decided based on in-depth discussion with relevant agencies.

6
This traffic volume was originally estimated in vehicles as seen in the earlier figures and has now been
converted to pcu for inclusion in this traffic.

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3.3 Review of Road Plan

3.3.1 MTHL Alignments

The first recommended draft plan of MTHL was dated back to the 1970s. Subsequently,
committees were formed in 1972 and 1978 to study the possible alternatives for establishing
the sea link across the Mumbai bay. The committees identified two alternative routes, a
northern route linking Sewri with Nhava and a southern route linking Colaba (southern tip of
Mumbai Island) with Uran, and suggested to carry out necessary engineering studies for the
alternative routes.

A Steering Group constituted in 1981 reviewed the previous studies and recommended that
a priority should be given to the construction of a northern route.

(1) Alignment by Peter Frankael and Partners (PFP), 1982

Five alternative alignments between Sewri on the Greater Mumbai and Nhava on the main
land were identified and studied. All the alignments started from Sewri.

The study recommended the northern most alignment for the sea link connecting Sewri with
Nhava through a low elevated bridge skirting the harbour to the north.

Total length is 22.61km and it comprised the following sections (refer to Figure 3.3.1):

• Section 1: Sewri side’s approach 0.7 km

• Section 2: Embankment over Sewri mudflats 2.32 km

• Section 3: Viaduct 13.19 km

• Section 4: Embankment on Nhava mudflats 2.20 km

• Section 5: Nhava side’s approach 4.20 km

The embankment of Section 2 and 4 had a road level of +7.00m above Chart Datum (CD)
considering run-up of wave approximately 1.0m above HHTL of 5.38m. The Central Water
& Power Research Station (CWPRS) study had recommended that the embankment
section shall be provided with an opening to cater for the non-tidal inflow. Accordingly, the
embankment on the Sewri side was proposed to terminate at 350m west of the Green
Island.

Subsequently the recommended northern alignment was modified by Expert Group by

shifting it to south of the jetty head in order to satisfy Bhabha Atomic Reserch Centre
(BARC) requirements. This shifted alignment was approved by Prime Minister’s Office
(PMO) in 1984.

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Source: Peter Frankael and Partners (PFP)

Figure 3.3.1 Alignment Recommended by PFP, 1982

(2) Alignment by Consulting Engineering Services (CES), 1996

CES were appointed to review and update the feasibility study for the recommended
northern alignment in 1996 taking into account the subsequent developments after the 1982
study.

During the study, the Consultants held discussions and had interaction with the concerned
departments including Mumbai Port Trust (MbPT), and studied various parameters and
suggested modifications. Among them the largest suggestion from the Consultants is as
follows:

Mudflats and Mangroves

With respect to the alignment traversing the mudflats, both at Sewri and Nhava, it was
recommended that the link should be constructed with viaducts instead of embankment in
order to minimize the encroachment and the disturbance to the mudflats and the existing
hydrological conditions.

Underpass Interchange at Sewri

The Underpass IC at Sewri was proposed to avoid the complex elevated interchange,
unavailability of road and difficulty in land acquisition from MbPT.

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Modification of Nhava Approach

The Consultants identified two alternatives as shown Figure 3.3.2. The Alternative II, which
is the less costly option to reduce the length of the link and acceptable to CIDCO, was
recommended.

Modified Alignment
Alternative II

Modified Alignment
Alternative I

Source: Alignment by Consulting Engineering Services (CES)

Figure 3.3.2 Alternative Alignments on Nhava Side, 1998

Table 3.3.1 Elements of Alternative Alignments on Nhava Side, 1998

Source: Alignment by Consulting Engineering Services (CES)

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(3) Alignment by Consulting Engineering Services (CES), 2004

The alignment proposed by the Consultants under Alternative II at the end point on NH4B
(north of Chirle) is finally accepted and proposed to be taken up for construction. This
alignment satisfied various issues raised in the previous study.

Sewri IC and Connection with Eastern Freeway

Sewri IC is the starting point of the proposed MTHL link. The MTHL link was to be
connected to both Eastern Freeway and local road network. At that time, the alignment of
Eastern Freeway and improvement of East-West corridor was taken up by MMRDA had
been under study. Therefore, only approach ramp was proposed to be constructed.

Viaduct over Sewri Mudflats

PFP had proposed construction of embankment over the Sewri mudflats. However, to
satisfy the environmental requirements, it was suggested that the MTHL be provided with
elevated viaducts across the mudflats. The mudflat section is approximately 5km long, and
an elevated bridge with 50m in span length was proposed along this section.

Main bridges in the marine section

The main bridge extends 9.6km long across the sea. The study identified that the alignment
contained three obligatory spans crossing several jetties, the central channel and Panvel
Creek and submarine pipelines.

Nhava Approaches and ending at north of Chirle

The alignment suggested by CES (Alternative II) was reviewed by CIDCO officials and was
recommended as a better option. The advantages of this alignment ending at north of
Chirle include: i) reduction of road/rail crossings, ii) a shorter overall length, and iii)
avoidance of crossing about 2.7km of mangroves.

(4) Alignment by Final Feasibility Study 2012

The start of the alignment had been taken as Sewri IC (3-level IC) where the MTHL
connects to the alignment of Eastern Freeway. The alignment continued to southeast to
meet NH4B by keeping Shivaji Nagar and Selghar villages to the south, and Kharkopar to
the north, before crossing SH-54 and Panvel-Uran railway line. Since the horizontal
alignment was shifted, it became to keep a distance from the Tata Thermal Power Station
land. The latest alignment of MTHL is shown in Figure 3.3.3. As described above, the road
alignment was fixed with extreme cares after several studies in a long term.

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Source: Final Feasibility Report (ARUP, CES and KPMG), 2012

Figure 3.3.3 MTHL Alignments, 2012

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3.3.2 Control Points and Geometry

The following sub-chapter summarized several control points, which determined the latest
alignment in both horizontal and vertical proposed in Final Feasibility Study 2012

(1) Control Points of Horizontal Alignment

Horizontal alignment was determined in consideration of the following control points.

Mumbai side

Horizontal alignment at the beginning point was determined by keeping the above control
points.

1. Follow the existing road direction

2. Not to invade Oil Company or Oil Tanks
3. Connect with Eastern Freeway (Viaduct section)

2. Not to invade Oil Tanks 2. Not to invade a boundary

1. Follow Existing road direction

Source: JICA Study Team

Figure 3.3.4 Control Points at Mumbai Side

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Navi Munbai Side

This alignment was set not to invade the listed control points below. The curve radiuses are
to set more than IRC standard.

1. Pass through the edge of the mangrove area.

2. Pass the hilly area which minimizes the cutting rock volume.
3. Connect with CIDCO Road , NH54 and JNPT Road

CIDCO Road
JNPT Road
NH54

1. Mangrove area
2. Cutting Area

Source: JICA Study Team

Figure 3.3.5 Control Points at Navi Mumbai

Marine Section

The alignment was composed of three curves in order to avoid Tata Thermal Power Station
and to keep the alignment direction set at both Mumbai and Navi-Mumbai sides

1. Keep alignment directions set at both Mumbai & Navi Mumbai sides.
2. Not to invade the Tata Thermal Power Station land
3. Set more than 1,000m away from Elephanta Island.
4. Set more than 1,600m away from Bhabha Atomic Research Centre
5. Not to interfere to navigation channels for large vessels
1. Mumbai side Direction

R=1,600m 4. Bhabha Atomic Research Centre

5. Navigation Channel

R=1,000m
2. Tata Thermal Power Station

3. Elephanta Island 1. Navi-Mumbai side Direction

Source: JICA Study Team

Figure 3.3.6 Control Points on the Sea

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(2) Control Points of Vertical Alignment

The control points of vertical alignment shows in Figure 3.3.7. It was founded that there is
an extra clearance in some sections on the vertical alignment, which are indicated with red
shadows. It will be worth to explore the possibility to lower the vertical alignment to reduce
the construction cost for the project.

Source: JICA Study Team

Figure 3.3.7 Control Points of Vertical Alignment

(3) Control Points of Vertical Alignment

All geometrical factors applied to main carriageway in the latest alignment fulfilled the IRC
standards at 100km/h of the design speed.

3.3.3 Summary of the Horizontal Alignment

This sub-chapter summarizes the fixation history of the latest horizontal alignment:

(1) Bay Crossing Route

Beginning points at Mumbai side

Northern route (connected at Sewri) was recommended in 1981 by a steering group for the
project, however, the details of the study documents were not able to find out. Therefore,
review was carried out in a current viewpoint.

According to the master plan of the Mumbai Metropolitan Region that contains all
development aspects including the road network, MTHL on the Mumbai side starts from
Sewri connecting with Chirle on the Navi Munbai side in a road network in the future. The
following are the reasons to set such route:

• There is another plan on southern route linking Colaba (southern tip of Mumbai
Island) with Uran in the said master plan.

• There is a plan linking western freeway via east-west corridor.

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• There is a widening plan of Vashi Bridge on the northern side of Sewri.

Source: Comprehensive Transport Study for Mumbai Metropolitan Region

Figure 3.3.8 Future Road Network

In addition, regarding the starting point of the route, it seems impossible to start the route
from the northern side where Tata Power Station and Bhabha Atomic Research Center are
located since there is no space to construct new approach road.

• Not to interfere to Tata Thermal Power Station

• Keep more than 1,600m away from Bhabha Atomic Research Centre

• Necessity of a large volume of earth cutting of the mountain

• Became far away from the most congested population area of Greater Mumbai

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Mountain
（Height 150-200m）

Residential
Area

Tata Power Mangrove

Station

Mangrove Bhabha Atomic Research

Centre and required
Sewri separation 1,600m

Source: JICA Study Team

Figure 3.3.9 Land Use Map on Northern Area of the Proposed Alignment

Ending points at Nhava (Navi-Mumbai) side

Regarding the alignment of Nhava side, the route comparison has been conducted in 1996
as described before. It is clear that the proposed alignment was fixed in consideration of the
followings:

• The connection with CIDCO Road linking with Navi-Mumbai Airport, NH54, and JNPT
Road connected to Jawaharlal Nehru Port.

• Future extension plan of MTHL connecting to Mumbai-Pune Expressway from Chirle

(ending point of MTHL).

• Close access of alignment of MTHL to Planned Special Economic Zone.

• Avoidance of passage through the present residential area as possible, which

minimizes the resettlement.

• Minimize the volume of cutting soil on the hilly section

• Minimize the impact on mangrove forest.

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MHTL

SEZ (Planned)

Residential Area

Shivaji Nagr IC Railway

Mangrove
Residential
Area

CIDCO Road Mountain

(Height 50m)
(Planned)

NH54 IC Chirle IC

Mountain
(Height 70m) Railway Station

Residential Area

Source: JICA Study Team

Figure 3.3.10 Control Point of Alignment on Nhava (Navi Mumbai) Side

Control of Alignment on Marine Section

As shown in Figure 3.3.6, alignment on the marine section was determined in consideration
of the following control points:

• Not to interfere to Tata Thermal Power Station

• Keep more than 1000m away from Elephanta Island shall be secured.

• Keep more than 1,600m away from Bhabha Atomic Research Centre

• Not to interfere to navigation channel for large vessels of Jawaharlal Nehru Port

(2) Consideration of Additional Route Alignment

The above route is not considered the influence of mud flat area where is feeding ground of
Flamingos coming flying from 1995 on. Therefore, the alternative is considered with original
north route to focus on environmental influence of mud flat area (Table 3.3.2).

The two routes as alternative are as follows.

• Option-1: Original route alignment (This route is based on FS report in 2012).

• Option-2: This route avoids mud flat area as much as possible.

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Table 3.3.2 Comparsion Table of North Route

Source: JICA Study Team

Route alignment of option-2 is generally same with alternative route which proposed by
local NGO to make an objection as having influence to Flamingos and mud flat area in 2015.
As a result of official discussion between MMRDA and MBPT, the route alignment of option-
2 will have significant impact on management of unloading pier and future plans of MBPT
site (reservoir). Andmore dividing of MBPT site now in use is expected. Therefore, this
route alignment cannot be accepted.

(3) Conclusion

As a result of consideration, influence area for bird of passage will be minimum length in
Option-2. However, the number of resettlement of residential will be increased in Sewri IC
and road length will get longer, resulting in an increase in construction costs. Additionally,
with above answer from MMRDA to NGO, the Option-1 (Original route alignment) is
recommended.

3.3.4 Interchange Plan

There are four interchanges in this route, each with unique features. The following table
summarizes the common features and the factors that makes the type adopted. It seems to
have adopted the appropriate interchange shape.

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Table 3.3.3 Interchange Type

Type Common Features Adopted Factors

Sewri (Eastern Freeway (viaduct))
- More than three-layered. - Access road is the viaduct
- The bridges increases - To be restricted the site
- It doesn’t need a large site - Extend to east-west corridor in
future.
Y-Interchange
Shivaji Nagar (CIDCO Proposed Road)
- Crossing bridge requires - No restrict the site
only one place. - Simple structure is preferred
- It requires a large site

Clover-Interchange
SH54 (SH54 Road)
- The cost is cheaper. - Interchange suitable for half
- It doesn’t need a large site. type is prefferd.

Diamond Interchange (half)

Chirle (JNPT Road)
- Crossing bridge requires - No restrict the site
only one place. - Simple structure is preferred
- It requires a large site

Clover-Interchange
Source: JICA Study Team

As for the interchange type, Y-type and Clover-type is normally applied to the connection of
highways. Trumpet-type and Diamond-type is normally applied to the connection of frontage
(local) road.

However, Shivaji Nagar IC and Chirle IC were not selected Trumpet type. This is because of
the following reasons.

• Clover-type was adopted in consideration of traffic demand since the road class of
the connected frontage road was high.

• It was considered the driver by adopting the clover-type with many adaptation
examples in India.

In addition, since the land acquisition has been conducted in clover-type, it is quite difficult to
change it. Therefore, the type is respect to previous design.

Regarding the weaving length of between on-ramp nose and off-ramp nose, it is satisfied
with the length of Japanese standard.

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The number of traffic lanes on each interchange and no. of toll booths are as per the traffic
volume forecast studies & Final Feasibility Study Report, 2012. Accordingly, Chirle
interchange has 3 lanes and Shivajinagar interchange has 2 lanes.

3.3.5 Others

(1) Transition Curve of IC

Transition Curves for interchanges were considered for all ramps in the previous study. On
the other hand, it is considered to the Main alignment curves.

The alignment showing the transition curves can be seen in below figure. The adjusted
curve radius can cope with minor correction.

∞
R= 60.0
A=
Black : non Transaction Curve
Red : Include Transaction Curve
A=60.0 ∞
R=79.0 R= 0.0
6
A=
R= =60
A

∞ .0

R= =60
A

∞ .0
A= 79.0
R=
60
.0

Source: JICA Study Team

Figure 3.3.11 Transition Curve for Interchange (e.g. Ramp B at Sewri IC)

(2) Deceleration, Acceleration Length and Shift

Shivaji Nagar Interchange is set with Deceleration and Acceleration Length. However for
Sweri Interchange, the Shift type is applied. This decision was made on the basis of the
following assumptions:

• When the ramp decelerates from and accelerates to main road, Deceleration and
Acceleration type is applied. For this case, each road standard is different.

• For diversion of ramp and ramp, or confluence, shift type is applied. For this case,
each road standard is same.

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Shavaji Nagar Interchange (Deceleration, Acceleration)

Source: JICA Study Team

Figure 3.3.12 Deceleration and Acceleration Length Type

Sewri Interchange (Shift)

Source: JICA Study Team

Figure 3.3.13 Shift Type

The shift length of 2-lane ramp is required more safety than 1-lane ramp. Therefore, it is
proposed to refer Japanese standard for the shift length of ramps. Refer to ‘6.4 Design
Standard for Road Design’ about the detail.

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(3) Vertical Clearance of Ramp B at Sewri IC

The vertical clearance of Ramp B at the Sewri Interchange was reviewed.

Source: JICA Study Team

Figure 3.3.14 Studying Point of Clearance

ＭＴＨＬ
E-W Corridor

Clearance H= 7.0m
7.0m

Ramp “B”

Source: JICA Study Team

Figure 3.3.15 Clearance Ramp “B” and East West Corridor

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As a result, the vertical clearance can be secured with 7m (= necessary vertical clearance
of ramp B: 6m + girder depth of east-west corridor: 1m) with the main carriageway of East-
West Corridor.

It was confirmed in the meeting with MMRDA that the form of superstructure of East-West
Corridor shall be constructed by steel truss type and the vertical clearance of Ramp B was
approved by the superintendent of railway.

3.4 Review of Bridge Plan

3.4.1 Control Points for Bridge Plan

The Final Feasiblity Study Report 2012 described the information about both pipelines/cables
on the seabed and faut zones accros the Project route shown in Table 3.4.1, which will be
the control points for the bridge plan.

Table 3.4.1 Pipelines/Cables and Fault Zones across the Project Route

Pipelines/Cables and Fault Zones Remarks on Bridge Plan

y Existing oil/product/freshwater pipelines and y Since the locations of these obstacles
power/telephone cables laid on the seabed were identified by as-built records, the
between Butcher Island oil terminal and the valve precise locations shall be mapped out
station on the west side of the Pir Pau Jetty through a further on-site survey.
approach. y Although It was stated in Final FS 2012
y Existing ONGC/GAIL oil/gas pipelines, IPCL/NOCIL that the minimum horizontal clearance
chemical product pipelines, and other cables between the proposed pile caps for MTHL
crossing the MTHL alignment in the Panvel Creek bridge and the existing ONGC pipelines is
area. 15m, the final positions of piers are
subjects to be approved by MbPT and
ONGC.
y The existence of fault zones that were identified y It is necessary to condulct the detailed
accross the MTHL alignment in the vicinity of soil investigation when the piers are
Thane Channel, approximately 300m south on the planed on the falut zones
western side of the central channel and extending
southeast away from the alignment, shoud be
considered in the span arrangement plan for MTHL.
y The recent ground investigation in 2012 also
indicates that the fault sozne could be a deeply
weathered at approximately CH13+000 of the
alignment.
Source: JICA Study Team

Table 3.4.2.summarises all obstacles/utilities on the marine section to be considered for

bridge plan including piplelines/cables mentioned in Table 3.4.1, and also provides the
required span arrangement to avoid such obstales.

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Table 3.4.2 Crossing Utilities and Required Span Arrangement on Marine Section

Navigation Clearance Span Arrangement Remarks

Crossing Utilities
Holizontal Vertical above
(C.D)
(General) 50m 14.72m 50m Agreed with
MMB.
Tata Thermal 1 x 94m 31.00m 85m+150m+85m Agreed with
Power Station, Tata Thermal
Intake and Power Station
Discharge Channel
Tata Thermal 2 x 94m 31.00m 80m+2@150m+85m Agreed with
Power Station, Coal Tata Thermal
Berth Channel Power Station
Tata Pipeline - - 90m+3@150m+85m -
Pir Pau Jetty Head - +6m above jetty Agreed with
level MMB.
Thane Creek 2 x 94m 31.22m 100m+2@180m+100m Agreed with
MMB.
ONGC Pipeline - - 100m+180m+110m -
BPCL Pipeline - - 110m+180m+100m -
Panvel Creek 2 x 100m 31.22m 100m+2@180m+95m Agreed with
MMB.
Source: JICA Study Team

MTHL is planed to crosse over some of railways and road on land sections. Whereas the
clearances of the railway have been already concluded through the consultation with Indian
Railway, the ones for the crossing roads have also determined through the discussions with
relevant authorites like MbPT, JNPT, CIDCO, National Highway Authority of India
(NHAI),Public Works Department (PWD), and Dedicated Freight Corridor Corporation
(DFCC) etc.

3.4.2 Bridge Design Standards

The standards applied in Final Feasibility Study Report, 2012 are shown in the following
sections.

(1) Design Codes

Main code list for bridge structure design are updated in Table 3.4.3 based on the review in
the study.

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Table 3.4.3 Main Code List for Bridge Structure Design

Code No. Title

IRC: 5-1998 Standard Specifications & Code of Practice for Road Bridges.
Section I - General Features of Design
IRC: 6-2010 Standard Specifications & Code of Practice for Road Bridges.
Section II - Loads and Stresses
IRC: 7-1971 Recommended Practice for Numbering Bridges and Culverts
IRC: 18-2000 Design Criteria for Pre-stressed Concrete Road Bridges (Post-Tensioned Concrete)
IRC: 21-2000 Standard Specifications and Code of Practice for Road Bridges.
Section III - Cement Concrete (Plain and Reinforced)
IRC: 22-2008 Standard Specifications and Code of Practice for Road Bridges.
Section VI - Composite Construction
IRC: 24-2010 Standard Specifications and Code of Practice for Road Bridges.
Section V - Steel Road Bridges (Limit State Method)
IRC: 45-1972 Recommendations for Estimating the Resistance of Soil Below the Maximum Scour Level
in the Design of Well Foundations of Bridges.
IRC:46-1972 A Policy on Roadside Advertisements
IRC: 54-1974 Lateral and Vertical Clearances at Underpasses for Vehicular Traffic.
IRC: 78-2000 Standard Specifications and Code of Practice for Road Bridges.
Section VII - Foundations & Substructure
IRC: 83-1999 Standard Specifications and Code of Practice for Road Bridges.
Part I Section IX - Bearings, Part 1 : Metallic Bearings
IRC: 83-1987 Standard Specifications and Code of Practice for Road Bridges, (Part-II)
Part II Section IX - Bearings, Part II: Elastomeric Bearings
IRC:83-2002 Standard Specifications and Code of Practice for Road Bridges, (Part-II)
Part III Section IX - Bearings, Part III: Pot, Pot-cum-PTFE Pin and Metallic Bearings
IRC: 89-1997 Guidelines for Design & Construction of River Training & Control Works for Road Bridges.
IRC: 112-2011 Code of Practice for Concrete Road Bridges
IRC:SP-13-2004 Guidelines for the Design of Small Bridges and Culverts
IRC:SP-18-1978 Manual for Highway Bridge Maintenance Inspection
IRC:SP-33-1989 Guidelines on Supplemental Measures for Design, Detailing & Durability of Important
Bridge Structures.
IRC:SP-35-1990 Guideline for Inspection and Maintenance of Bridges
IRC:SP-37-2010 Guidelines for Load Carrying Capacity of Bridges
IRC:SP-40-1993 Guidelines on Techniques for Strengthening and Rehabilitation of Bridges
IRC:SP-47-1998 Guidelines on Quality Systems for Road Bridges (Plain, Reinforced, Prestressed and
Composite Concrete)
IRC:SP-54-2000 Project Preparation Manual for Bridges
IRC:SP-56-2011 Guidelines for Steel Pedestrian Bridges
IRC:SP-65-2005 Guidelines for Design and Construction of Segmental Bridges
IRC:SP-66-2005 Guidelines for Design of Continuous Bridges
IRC:SP-67-2005 Guidelines for use of External and Unbonded Prestressing Tendons in Bridge Structures
IRC:SP-69-2005 Guidelines and Specification for Expansion Joints
IRC:SP-70-2005 Guidelines for the Use of High Performance Concrete in Bridges
IRC:SP-71-2006 Guidelines for the Design and Construction of Pre-tensioned Girder of Bridges
IRC:SP-80-2008 Guidelines for Corrosion Prevention, Monitoring and Remedial Measures for Concrete
Bridge Structures
Source: JICA Study Team

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(2) Design Life

A design life of 100 years was adopted for the bridge structure. The design lives of various
bridge components/members are listed in Table 3.4.4.

Table 3.4.4 Design Life

Structural Components Design Life
Foundations, Piers, Abutments, Deck 100 years
Bearings, Movement Joints 40 years (20 years for minor components)
Parapets/handrails 50 years (metal), 100 years (concrete)
Drainage System 20 years
Source: JICA Study Team

(3) Design Loading

Table 3.4.5 lists various types of loading as well as the corresponding design code, and
further specifications that were made.

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Table 3.4.5 Design Loads

Loading Type Code Notes
3
HPC density taken as 2.6 T/m
1.Dead Loads IRC: 6-2010
Outer parapet load intensity of 5kN/m
2.Environmental
Loads
Wind Loads IRC: 6-2010 Based on wind speed data for Mumbai
Based on max. and min. temperature record
Temperature Loads IRC: 6-2010
in Mumbai
Water current speed obtained by
Water Currents IRC: 6-2010
Concessionaire; not less than 3 m/s
IS:4651-Part-III-1997,
“Shore Protection, Planning Tide data obtained from Central Water and
Wave and Abnormal
& Design” No. 4 by US Power Research Station (CWPRS)
Wave Loads
Army Coastal Research Technical Report No. 3955
Centre
Seismic Zone III, with Z-factor of 0.16 for
IRC, IS:1893-1984 Section Maximum Earthquake projected, and 0.08
Seismic Actions
6, IS:1893-2001 for Operating Basis Earthquake. Importance
factor of 1.5.
3.Live Loads
Designed for Class 70R design vehicle,
Traffic Loads IRC: 6-2010
Class A
Fatigue Loads BS: 5400 -
No footpath on MTHL, therefore only
maintenance walkway with distributed load
Pedestrian Loads -
of 2kN/m2 and concentrated load of 3 kN on
200mm x 200mm square surface
4.Accidental Loads
Vehicle Impact on
Substructure or IRC: 6-2010 -
Parapet
AASHTO-LFRD Bridge Assume that 4000 tonnes vessel hit at
Ship Impact on Piers
Design travelling spped at 10 knots
5.Construction Considered in accordance with construction
-
Loads method.
Source: JICA Study Team

(4) Materials

1) Reinforced Concrete

All concrete grades to be applied have minimum cube strength of 45MPa. Grades of
various structural members, as well as other concrete specifications are given in Table
3.4.6.

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Table 3.4.6 Reinforced Concrete Properties

Components/Items Specification
1.Concrete Grades
Bored piles and caissons 45 MPa
Pile caps 45 MPa
Pile cap skirts 55 MPa
Walls, abutments 45 MPa
Piers 55 MPa
Deck 55 MPa
Parapets and median 45 MPa
2.Cement Mixture
Cementitious content Min. 400kg/m3 (including PFA and silica fume)
Water-to-Cement Ratio Grade 55-60 : Max. 0.35
Grade 40-50 : Max. 0.40
3.Steel
Steel Reinforcement In accordance with Bureau of Indian Standards and IRC: 21-
2000.
Galvanised steel as per IS: 12584-1988.
Reinforcement cover As per clause 15 of IRC: 112-2011 for “extreme condition” from
CH. 0+495 Km to CH 18+087 Km and “very severe” elsewhere.
4.Stainless steel (“Splash zone” is the 5m area above HHWL to 5m below LLWL)
reinforcement in splash Ribbed bar steel as per BS6744:2001
zone
5.Reinforcement couplers As per IRC:21-2000
Source: JICA Study Team

2) Pre-Stressed Concrete

Pre-stressed concrete shall comply with the specifications given in Table 3.4.7.

Table 3.4.7 Prestressed Concrete Properties

Components Specification
Segmental concrete
IRC: SP 65.
construction
External prestressing IRC: SP:67-2005
Prestressing strand steel IRC: 18-2000.
Designed to allow sheath and tendons to be replaced.
Prestressing ducts and
Sheath material is proven corrosion-resistant durable non-metallic
anchorages
material such as high-density polyethylene or polypropylene.
Tendon grouting IRC:18-2000, Appendix 5
Source: JICA Study Team

3) Structural Steel

Structural steel shall comply with IRC: 24-2010 and IS: 8000. Regaring the specifications
for painting on the structural steel shall be referred to international standards.

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3.4.3 Outline of Bridge Plan

The outline of the bridge plan for MTHL in the previous study is shown in Table 3.4.8 to
Table 3.4.14. MTHL passes through the general sections on both land and marine, obstacle
ones on the marine, mangrove forest area, and flyover sectons over railways and roads on
the land section.

Table 3.4.8 Marine Bridge Properties (1/3)

Chainage
Bridge Type Span Length Pier Substructure Type
From To
MP1 (0+495)
2@50m=100m
MP3 (0+595)
3@50m=150m Pier : φ2.5m - 2piers
0+495 1+045 MP6 (0+745)
2@50m=100m
MP8 (0+845) Pile : φ1.5m - 8piles
2@50m=100m
MP10 (0+945)
2@50m=100m
MP12 (1+045)
5@50m=250m MP13 (1+095)
General PSC box girder bridge MP17 (1+295)
(Marine) 6@50m=300m
(span by span method) MP23 (1+595) Pile bent pier :
6@50m=300m
1+045 2+795 MP29 (1+895)
6@50m=300m φ2.4m - 2piers
MP35 (2+195)
6@50m=300m
MP41 (2+495)
6@50m=300m MP46 (2+745)
MP47 (2+795) Pier : φ2.5m - 2piers
6@50m=300m
2+795 3+395 MP53 (3+095)
6@50m=300m Pile : φ1.5m - 8piles
MP59 (3+395)
PSC box girder bridge 85m+150m+85m MP60 (3+480) Pier : 6mx3m - 4piers
Special (Marine) 3+395 3+715
(cantilever method) =320m MP61 (3+630) Pile : φ2.4m - 8piles
MP62 (3+715)
6@50m=300m
MP68 (4+015)
General PSC box girder bridge 6@50m=300m Pier : φ2.5m - 2piers
3+715 4+595 MP74 (4+315)
(Marine) (span by span method) 40m+4@50m+40m Pile : φ1.5m - 8piles
=280m MP80 (4+595)
MP81 (4+675)
PSC box girder bridge 80m+2@150m+85m Pier : 6mx3m - 4piers
Special (Marine) 4+595 5+060 MP82 (4+825)
(cantilever method) =465m Pile : φ2.4m - 8piles
MP83 (4+975)
General PSC box girder bridge MP84 (5+060) Pier : φ2.5m - 2piers
5+060 5+310 5@50m=250m
(Marine) (span by span method) MP89 (5+310) Pile : φ1.5m - 8piles
MP90 (5+400)
PSC box girder bridge 90m+3@150m+85m MP91 (5+550) Pier : 6mx3m - 4piers
Special (Marine) 5+310 5+935
(cantilever method) =625m MP92 (5+700) Pile : φ2.4m - 8piles
MP93 (5+850)
MP94 (5+935)
6@50m=300m
MP100 (6+235)
6@50m=300m
MP106 (6+535)
6@50m=300m
MP112 (6+835)
General PSC box girder bridge 6@50m=300m Pier : φ2.5m - 2piers
MP118 (7+135)
5+935 8+635 6@50m=300m
(Marine) (span by span method) MP124 (7+435) Pile : φ1.5m - 8piles
6@50m=300m
MP130 (7+735)
6@50m=300m
MP136 (8+035)
6@50m=300m
MP142 (8+335)
6@50m=300m
MP148 (8+635)
MP149 (8+735)
PSC box girder bridge 100m+2@180m+100m Pier : 6mx3m - 4piers
Special (Marine) 8+635 9+195 MP150 (8+915)
(cantilever method) =560m Pile : φ2.4m - 8piles
MP151 (9+095)
MP152 (9+195)
6@50m=300m
MP158 (9+495) Pier : φ2.5m - 2piers
6@50m=300m
9+195 10+395 MP164 (9+795)
6@50m=300m Pile : φ1.5m - 8piles
MP170 (10+095)
6@50m=300m
MP176 (10+395)
PSC box girder bridge
General 6@50m=300m MP177 (10+435)
(span by span method) Pile bent pier :
(Marine) MP182 (10+695)
10+395 11+295 6@50m=300m
MP188 (10+995) φ2.4m - 2piers
6@50m=300m MP193 (11+245)
MP194 (11+295) Pier : φ2.5m - 2piers
6@50m+40m=340m
11+295 11+635 MP201 (11+635) Pile : φ1.5m - 8piles
Source: JICA Study Team

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Table 3.4.9 Marine Bridge Properties (2/3)

Chainage
Bridge Type Span Length Pier Substructure Type
From To
MP201 (11+635 (L)) Pier : φ2.5m - 1piers
MP202 (11+685 (L)) Pile : φ1.5m - 4piles
11+635 12+075 50m+100m+180m+110m MP203 (11+785 (L)) Pier : 6mx3m - 2piers
(L) (L) =440m MP204 (11+965 (L)) Pile : φ2.4m - 4piles
PSC box girder bridge Pier : φ2.5m - 1piers
Special (Marine) MP205 (12+075 (L))
(cantilever method) Pile : φ1.5m - 4piles
12+075 12+515 110m+180m+100m+50m MP206 (12+185 (L)) Pier : 6mx3m - 2piers
=440m MP207 (12+365 (L)) Pile : φ2.4m - 4piles
(L) (L)
MP208 (12+465 (L)) Pier : φ2.5m - 1piers
MP209 (12+515 (L)) Pile : φ1.5m - 4piles
MP201 (11+635 (R))
MP202 (11+675 (R))
Pier : φ2.5m - 1piers
Pile : φ1.5m - 4piles
11+635 12+115 40m+40m+100m+180m+ MP203 (11+715 (R))
(R) (R) MP204 (11+815 (R)) Pier : 6mx3m - 2piers
120m=480m
PSC box girder bridge MP205 (11+995 (R)) Pile : φ2.4m - 4piles
Special (Marine) (cantilever method) MP206 (12+115 (R))
Pier : φ2.5m - 1piers
Pile : φ1.5m - 4piles
120m+180m+100m=400 MP207 (12+235 (R)) Pier : 6mx3m - 2piers
12+115 12+515
m MP208 (12+415 (R)) Pile : φ2.4m - 4piles
(R) (R)
Pier : φ2.5m - 1piers
MP209 (12+515 (R))
Pile : φ1.5m - 4piles
General 12+515 12+715 MP209 (12+515) Pier : φ2.5m - 2piers
PSC box girder bridge 4@50m=200m
MP213 (12+715)
(Marine) 4@50m+40m=240m
12+715 12+955 (span by span method) MP218 (12+955) Pile : φ1.5m - 8piles
MP218 (12+955 (L)) Pier : φ2.5m - 1piers
MP219 (13+005 (L)) Pile : φ1.5m - 4piles
MP220 (13+105 (L))
Special (Marine)
12+955 13+600 PSC box girder bridge 50m+100m+2@180m+95 MP221 (13+285 (L)) Pier : 6mx3m - 2piers
(L) (L) (cantilever method) m+40m=645m Pile : φ2.4m - 4piles
MP222 (13+465 (L))
MP223 (13+560 (L)) Pier : φ2.5m - 1piers
MP224 (13+600 (L)) Pile : φ1.5m - 4piles
MP218 (12+955 (R)) Pier : φ2.5m - 1piers
MP219 (12+995 (R)) Pile : φ1.5m - 4piles

12+955 13+600 PSC box girder bridge 40m+100m+2@180m+95 MP220 (13+095 (R)) Pier : 6mx3m - 2piers
Special (Marine) (cantilever method) m+50m=645m MP221 (13+275 (R))
(R) (R) Pile : φ2.4m - 4piles
MP222 (13+455 (R))
MP223 (13+550 (R)) Pier : φ2.5m - 1piers
MP224 (13+600 (R)) Pile : φ1.5m - 4piles
MP224 (13+600)
6@50m=300m Pier : φ2.5m - 2piers
13+600 14+500 MP230 (13+900)
6@50m=300m
MP236 (14+200) Pile : φ1.5m - 8piles
6@50m=300m
MP242 (14+500)
General 6@50m=300m MP243 (14+550)
(Marine) MP248 (14+800)
6@50m=300m Pile bent pier :
MP254 (15+100)
14+500 16+000 6@50m=300m
MP260 (15+400) φ2.4m - 2piers
PSC box girder bridge 6@50m=300m
MP266 (15+700)
(span by span method) 6@50m=300m MP271 (15+950)
MP272 (16+000)
6@50m=300m
MP278 (16+300)
6@50m=300m
MP284 (16+600)
3@53.333m=160m Pier : φ2.5m - 2piers
MP287 (16+760)
Mangrove part 16+000 17+257 47m
MP288 (16+807) Pile : φ1.5m - 8piles
3@50m=150m
MP291 (16+957)
3@50m=150m
MP294 (17+107)
3@50m=150m
MP297 (17+257)
Source: JICA Study Team

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Table 3.4.10 Marine Bridge Properties (3/3)

Chainage
Bridge Type Span Length Pier Substructure Type
From To
17+257 17+452 PSC box girder bridge 35m+45m+40m+40m MP297 (17+257 (L)) Pier : φ2.5m - 1piers
Road Overpass
(L) (L) (span by span method) +35m=195m MP302 (17+452 (L)) Pile : φ1.5m - 4piles

17+257 17+452 PSC box girder bridge 45m+45m+40m+40m MP297 (17+257 (R)) Pier : φ2.5m - 1piers
Road Overpass
(R) (R) (span by span method) +25m=195m MP302 (17+452 (R)) Pile : φ1.5m - 4piles
MP302 (17+452)
4@30m=120m MP303 (17+482)
Mangrove part 17+452 18+022 MP306 (17+572)
5@30m=150m
PSC box girder bridge MP311 (17+722)
5@30m=150m Pier : φ2.5m - 2piers
MP316 (17+872)
(precast whole span 5@30m=150m
MP321 (18+022) Pile : φ1.2m - 12piles
Road Overpass 18+022 18+082 method) 20m+40m=60m
MP323 (18+082)
Mangrove part 18+082 18+232 5@30m=150m
MP328 (18+232)
Road Overpass 18+232 18+352 3@40m=120m
MP331 (18+352)
General (Land) 18+352 18+388 36m Pier : φ3.25m - 3piers
MP332 (18+388)
Railway Overpass 18+388 18+458 Steel Truss Bridge 70m
MP333 (18+458) Piles : φ1.5m - 12piles
44m
PSC box girder bridge MP334 (18+502)
5@30m=150m Pier : φ2.5m - 2piers
General (Land) 18+458 18+922 (precast whole span MP339 (18+652)
5@30m=150m
method) MP344 (18+802) Pile : φ1.2m - 12piles
3@40m=120m MA2 (18+922)
Embankment 18+922 20+092
5@30m=150m LA1 (20+092)
LP5 (20+242)
5@30m=150m
LP10 (20+392) Pier : φ2.5m - 2piers
5@30m=150m
General (Land) LP15 (20+542)
5@30m=150m Pile : φ1.2m - 12piles
PSC box girder bridge LP20 (20+692)
5@30m=150m
20+092 21+172 (precast whole span LP25 (20+842)
3@30m=90m
method) LP28 (20+932)
18m
LP29 (20+950) Pier : φ1.5m - 3piers
Road Overpass 35m
LP30 (20+985)
35m Pile : φ1.2m - 10piles
LP31 (21+020)
General (Land) 32m+4@30m=152m LP32 (21+052) Pier : φ2.5m - 2piers
LP36 (21+172) Pile : φ1.2m - 12piles
21+172 21+184.533 PSC-I girder bridge 12.533m LP37 (21+184.533) Pier : φ3.25m - 3piers
Railway Overpass21+184.533 21+379.533 Steel Truss Bridge 3@65m=195m LP40 (21+379.533) Piles : φ1.5m - 12piles
21+379.533 21+412 PSC-I girder bridge 32.467m
LP41 (21+412)
3@30m=90m
General (Land) LP44 (21+502)
3@30m=90m
PSC box girder bridge LP47 (21+592)
23.78m Pier : φ2.5m - 2piers
21+412 21+715.78 (precast whole span LP48 (21+615.78)
35m
Road Overpass LP49 (21+650.78) Pile : φ1.2m - 12piles
method) 35m
LP50 (21+685.78)
General (Land) 30m LA2 (21+715.78)
Source: JICA Study Team

Table 3.4.11 Bridge Properties at Sewri IC

Chainage Elevation Maximu Span
Ramp Bridge Type Substructures
From To level m hight Arrange
Ramp A 4F 37.00 m Unknown
Ramp B 3F 27.00 m Unknown

Ramp C1 PSC box girder 2F Unknown Pier : RC Pier

Sewri 0+495
bridge Pile : Bored Pile
Ramp E 2F Unknown
Ramp C2 1F Unknown
Ramp F 1F Unknown
Source: JICA Study Team

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Table 3.4.12 Bridge Properties at Shivaji Nagar IC

Chainage
Ramp Bridge Type Span Arrangement Substructures
From To
Ramp JM 16+907 Coastal PSC box girder bridge 3@50m+13@20m=410m
Ramp MA 16+857 Road +PSC void slab bridge 3@50m+8@20m=310m
Ramp CA 17+297 Coastal 11@20m=220m Pier : RC Pier
PSC void slab bridge
Ramp MJ 17+422 Road 13@20m=260m Pile : Bored Pile
Ramp AM 17+722 Coastal PSC box girder bridge 30m+12@20m=270m
Ramp AC 17+632 Road +PSC void slab bridge 30m+16@20m=350m
Source: JICA Study Team

Table 3.4.13 Bridge Properties at SH54 IC

Chainage
Ramp Bridge Type Span Arrangement Substructures
From To
Ramp MP 20+212 SH54 12@30m=360m Pier : RC Pier
PSC box girder bridge
Ramp JM 20+242 SH54 10@30m=300m Pile : Bored Pile
Source: JICA Study Team

Table 3.4.14 Bridge Properties at Chirle IC

Chainage
Ramp Bridge Type Span Arrangement Substructures
From To
PSC box girder bridge 3@30m=90m

Ramp MP 21+082 NH4B PSC-I girder bridge 12.533m

Steel truss bridge 3@65m=195m
PSC void slab bridge 23.222+5@20m=123.222m
PSC box girder bridge 4@30m=120m

Ramp JM 21+052 NH4B PSC-I girder bridge 12.533m

Steel truss bridge 3@65m=195m
PSC void slab bridge 25.062+12@20m=265.062m
30m
24m
Pier : RC Pier
35m Pile : Bored Pile
PSC box girder bridge
Ramp MJ 21+560 NH4B 35m
30m
30m
PSC void slab bridge 14@20m=280m
30m
24m
35m
PSC box girder bridge
Ramp PM 21+560 NH4B 35m
30m
30m
PSC void slab bridge 14@20m=280m
Source: JICA Study Team

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3.4.4 Review of Bridge Plan in Final FS 2012

(1) General Sections on both Marine and Land

1) Outline of Bridge Structures

Superstructures in the general marine sections shall utilize PC continuous box girders with
a standard span of 50m. Erection of the superturucture is to be performed by span-by-
span method utilizing precast segments. For piers less than 20m high (road surface
elevation < 30m) form ground surface, a pile bent structure, for which pile caps are not
required, has been selected in order to mitigate environmental impact and reduce
construction cost. This pile bent structure is made of RC with a diameter of 2,400mm,
encased by an 8mm-thick non-structural temporary steel pipe (Figure 3.4.1). For piers
over 20m high, a pile cap structure has been selected. The elevation of the bottom of the
pile cap has been set to +6.0m (C.D) above sea level. Cast-in-place bored piles with a
diameter of 1,500mm are used for the foundation. The bored piles are also encased by
8mm-thick non-structural steel piping (Figure 3.4.1).

Superstructures for the general land section lare PC simply box girder with a standard
span of 30m. Vertical clearance is 15m.

(a) Pile Bent Structure with Two Columns (b) Pile Cap Structure with Two Columns
Source: JICA Study Team

Figure 3.4.1 Form of Substructure at General Section

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Table 3.4.15 Pier Properties for the General Marine Section

Structure type Details

Pile bent Pier height is less than 20m
structure Pier with two-shaft of φ2,400mm (outside is steel pipe with 8mm in thickness)
Pier height is over 20m
Diameter of pier: 2,500 mm
Pile cap Embedding precast formwork is used for pile cap
structure Pile cap bottom is set at +6.00m above Chart Datum
4 nos. of cast-in-place bored pile with 1,500mm in diameter covered by thickness
8mm of steel pipe outside within only water
Source: JICA Study Team

2) Design Conditions to be clarified for Revising Bridge Plan

• The reason why pile cap bottom has been set at +6.0m above C.D.

• The reason for application of the maximum continuous bridge length

• The locations where pile bent structures or pile cap structures should be used

• Base of the pile cap bottome elevation of +6.0 m above CD

• The reason why the standard span of land viaduct has been set to 30m

3) Additional Study Results and Proposal of Alternatives

For general marine sections

• General span length of 50m for PC box girder was determined on the basis of
navigation clearance for both fishing boats and dreading operation near the
navigation channel. This bridge type with 50m in span lengt can be justiied from the
view of the construction cost saving compared to other types and rich past records
for application. The continuous bridge length shall be determined based on the
preliminary structural analysis of the bridge.

• According to recommendation related to environment (preventing tidal current’s effect

due to pier), pile cap bottom is set at 40cm higher above HHTL. This has been
confirmed from MMRDA.

For general land sections

• Standard practise for girder erection with spans of around 30m shall be made by
using large lifiting capacity of cranes after fabrication of precast PC girders at the
yard. This method has produced satisfactory results from both an economic and a
workability-based viewpoint for several projects in the Mumbai vicinity

• PC simple box girder type was applied in order to reduce both the cost and period of
construction.

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For both marine and land sections

• It is necessary to conduct an preliminary study on the height range of application of

pile bent structure for piers for a 6-span continuous rigid frame PC bridge.

(2) Obstacle/Navigation Channel Sections on Marine

1) Outline of the Bridge Structures

In the marine sections, the MTHL shall cross one discharge channel, three shipping
channels and three sets of pipe lines. The navigation channels of the discharge channel
and the shipping channel require a horizontal clearance of 94m and a vertical clearance of
31m above C.D. PC rigid frame box girder bridges of 150m and 180m in maximum span
length are applied with cast-in-situ cantilever erection method. The span length of these
bridges is shown in Table 3.4.16.

Table 3.4.16 Crossing Utilities and Span Arrangement

Chainage
Obstacles Bridge Type Span Length
From To
Tata Intake and Discharge
3+395 3+715 85m+150m+85m=320m
Channels

4+595 5+060 Tata Coal Berth Channel 80m+2@150m+85m=465m

Tata Power Cables

5+310 5+935 90m+3@150m+85m=625m
Pir Pau Jetty

8+635 9+195 Thane Creek PSC box girder bridges 100m+2@180m+100m=560m

(cantilever method)
50m+100m+180m+110m=440m
11+635 (L) 12+515 (L)
ONGC pipelines 110m+180m+100m+50m=440m
BPCL pipelines 2@40m+100m+180m+120m=480m
11+635 (R) 12+515 (R)
120m+180m+100m=400m
12+955 (L) 13+600 (L) 50m+100m+2@180m+95m+40m=645m
Panvel Creek
12+955 (R) 13+600 (R) 40m+100m+2@180m+95m+50m=645m

Source: JICA Study Team

The substructure of the main span is a two-column pier connecting with the superstructure,
forming a rigid frame structure. The foundation type is 2,400mm-diameter of bored piles
encased in 8mm-thick steel pipe. In addition, a ship collision absorber devices are
installed along the shipping channel. The elevation of the top of the pile caps are sent at
+6.00m above C.D..

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Source: JICA Study Team

Figure 3.4.2 Substructure Type at Obstacle Sections on Marine

Table 3.4.17 Substructure Type for Special Marine Sections

Structure type Details

Piers with pile cap
Embedding precast formwork is used for pile cap
Piers at expansion
Pile cap bottom is set at +6.00m above C.D.
joints
4 nos. of bored pile with 1,500mm in diameter covered by thickness 8mm of steel
pipe outside only within water
Pier of two-column with 3.00m x 6.00m x 2 in size
Embedding precast formwork is used for pile cap
Main piers Pile cap top surface is set at +6.00m above C.D.
4 nos of bored pile with 2,400mm in diameter covered by thickness 8mm of steel
pipe outside only within water
Source: JICA Study Team

2) Design Conditions to be clarified for Rivising Bridge Plan

• The bridge construction at obstacle/navigation channel sections on marine is on the

critical path of construction schedule.

• A precise investigation for the pipeline positions is essential.

• Regaring the ship collision device, it is not clear whether a ship collision absorber
shall be installed, or the pile cap itself shall be designed to resist the collision load.

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• The reason why the elevation of the top of the pile cap has been set at +6.0m above
C.D. should be confirmed.

3) Additional Study Results and Proposal of Alternatives

• Optimal bridge types should be considered in order to shorten the construction period,
allowing earlier opening of MTHL to traffic.

• As the pier height increases (to satisfy navigation clearance for the shipping channel),
the weight of superstructure which the foundation has to resist also increases. If the
bottom of the pile cap is set to a height of +6.00m above C.D. (similarly to the general
section), the number of the bored pile should be increased, along with the
construction cost. As a countermeasure, the top of the pile cap is set at the height of
+6.00m above C.D. This concept shall be confirmed with the MMRDA and it should
be applied in the reivised bridge plan for the reduction of construction cost.

• The foundation type should be comparatively reviewed after obtaining the information
about practices in India.

• An investigation for pipelines position should be carried out in this study. And span
arrangement will be proposed based on the investigation result of pipeline position.

• The Final FS in 2012 proposed either installing an isolated ship collision absorber or
designing the pile cap such that it can resist ship collision itself. The former shall be
considered in further study.

(3) Mangrove Section at Navi Mumbai Side

1) Outline of Bridge Structures

In order to mitigate adverse effects on the flora area of the mangrove forest section, PC
rigid frame box girders with a standard span length of 50m are applied with using the
span-by-span erection method. In the section crossing the Shivaji Nagar IC, a PC box
girder of span length of 30m is planned. The substructure type is designed as a two-
column pile cap structure.

Table 3.4.18 Substructure Type for Mangrove Section

Structure type Details
Pile bent Pier height is less than 20m
structure Pier and foundation of 2,400mm in diameter covered by thickness 8mm of steel
pipe outside
Pier height is less than 20m
Diameter of pier: 2,500 mm
Pile cap Embedding precast formwork is used for pile cap
structure Soil cover for pile cap is 0.5m in thickness
4 nos. of the bored pile with 1,500mm in diameter convered by thickness 8mm of steel
pipe outside
Source: JICA Study Team

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2) Design Conditions to be clarified for Revising Bridge Plan

• It is not clear of application criteria between the pile bent type and pile cap one.

3) Additional Study Results and Proposal of Alternatives

• It is required to define the application criteria between the pile bent type and the pile
cap one.

(4) Railway Overpass

1) Outline of Bridge Structures

As proposed by Indian Railways, which is the authority in charge of railways in India, steel
truss bridge type are planned over both the Nerul-Uran railway and Jasai Yard Rob
overpass. Through the consultation between MMRDA and Indian Railway, both vertical
and horizontal clearances have been also confirmed.

(5) Road Overpass

1) Outline of Bridge Structures

The superstructure is planned as PC box girder and the pile cap type was applied as
substructure. The vertical clearance of 6.0m underneath a road is kept. Pier column is
less than 20m in height.

Table 3.4.19 Substructure Properties for the Road Overpass Bridge

Structure type Details

Pier height is less than 20m
Pile cap structure Minimum soil cover for pile cap is 0.5m in thickness
Bored pile is 1,200mm in diameter
Source: JICA Study Team

(6) Sewri IC

1) Outline of Bridge Structures

Sewri IC links the MTHL to the Eastern Freeway, the East-West Corridor (planned for
future construction) and other existing roads. It is a four-level stack interchange. The
superstructure is designed as a PC continuous box girder. The substructure is developed
with cantilever piers and rigid frame piers, and bored piles (1,200mm and 1,500mm in
diameter) are proposed as its foundation. The heights of the off-ramps are shown in Table
3.4.20.

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Table 3.4.20 Sewri IC Ramps

Height Hight at Starting
Ramp Elevation level Maximum hight Bridge Type
Sta, 0+452 Point
Ramp A 4F 20.0m 37m 18 m
Ramp B 3F 22.0m 27m 22 m
Ramp C1 2F 20.0m 18 m PC Box Girder
Ramp E 2F 20.0m 18 m Bridge
Ramp C2 1F 20.0m 6.5m
Ramp F 1F 20.0m 6.5m
Source: JICA Study Team

2) Design Conditions to be clarified for Revising Bridge Plan

• The profile for the ramp alignment which connects East-West Corridor with the main
road of MTHL has not been shown. Furthermore, as the ramp may have a long span
due to crossing the railway underneath, the profile of the others ramps may be
affected.

• The superstructure of the ramps have been planned as PC box girders. However, the
construction method is not specified in the report so that further studies are required
in terms of construction/erection method.

• As the pier arrangement of the ramp is not clearly shown in the report, it is difficult to
confirm its span length and pier structure. Furthermore, as the ramp alignment is
complicated, there is a concern on an effect to Eastern Freeway during the ramp
construction.

3) Additional Study Result and Proposal of Alternatives

• As it is possibility not to satisfy the vertical clearance for Ramp B, a consultation

meeting was held with MMRDA. MMRDA explained that since the ramp bridge
connecting between East-West Corridor and MTHL main carriageway is supposed to
be a steel truss bridge, there is no problem for the vertical clearance of Ramp B.
Furthermore, as the alignment and the shape of Ramp B have already been
confirmed by the Technical Advisory Committee for MTHL, the present alignment (the
position relating between Ramp B and East-West Corridor) should be restored. In
conclusion, the profile of the ramps shall not be changed from the original plan in
Final Feasibility Study 2012.

• It was confirmed that foundation’s arrangement and shape along railway of their
properties have been agreed with the Indian Railway.

• As a result of interviewing construction practice in Indian, the curved PC box girder

which is planned for the ramp bridges can be constructed by span by span method
with precast segment.

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(7) Shivaji Nagar IC, SH54 IC and Chirle IC

1) Outline of Bridge Structure

Shivaji Nagar IC

PC box girder bridges are applied for span length of 50m. For 30 m in span length, there
is no indication of the bridge type in the report. For substructure, the pile cap type is
applied for all bridges.

SH54 IC

A PC box girder bridge of span length 30m same to the main road of MTHL is applied.
The substructure is proposed as a single column pier with pile cap.

Chirle IC

Jasai Yard Rob overpass across the railway is to be constructed from steel truss girder
crossed. The other parts of the ramp is planned for span length of 20m,which the
superstructure type is not specified in the report. The substructure is proposed as a single
column pier with pile cap.

2) Design Conditions to be clarified for Reviewing Bridge Plan

A span arrangement, particularly 20m of the span length, shall examined its
appropriateness.

3) Additional Study Result and Alternatives

It is necessary to review both span arrangeme of the ramps and its bridge type in order to
confirm its appropriateness.

(8) Others

1) Temporary Bridge/Platform during Bridge Construction on Marine

As there is no plan for temporary platform/jetty to access to the construction sites on

marine in the report, it is necessary to additionally study the structures of temporary
platform/jetty in this study

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3.5 Review of Construction Cost and Schedule

3.5.1 Review of Construction Cost

The construction costs estimated in the Final FS Report 2012 for the items listed below. The
quantity of the work items were reviewed according to the preliminary design of the said
report and revised to obtain more probable construction cost at that time.

• Interchange

• Marine Viaduct

• Land Viaduct

• Road Facilities: Tollgate, Administration Building, Rescue Centre, etc.

• Environmental Mitigation Plan

• Miscellaneous: Electric and Mechanical Systems

For the mega bridge project like MTHL, the use of common unit prices from the archived
smaller scaled projects should be avoided. Considering the recent large scale bridge project
in the Mumbai area, the following assumptions were applied to MTHL in the Final Feasibility
Study 2012.

• The unit prices of the work items for Western Freeway Project and Sea Link one,
which are regarded as a similar nature of the project, were basically referred for the
cost estimate of MTHL.

• However, since the Sea Link Project was constructed in the ocean area unlike MTHL
which passes through the clam marine area inside the Mumbai Bay, the construction
costs of the work items for MTHL can be assumed smaller. Accordingly, the unit
prices applied to the Sea Link was reduced but considered price escalation from the
2007 prices for MTHL.

• Firstly, the basic unit price has been defined for a sea bridge with 50 m in span
length and a coefficient was applied to estimate the unit cost of a bridge with different
spans up to 120m in span length.

• For bridge spans longer than 120 m, the unit cost was increased by a factor between
25~30% based on the experience of the bridge projects in Hong Kong.

The unit costs estimated in the Final Feasibility Study 2012 is shown in Table 3.5.1.

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Table 3.5.1 Estimated Unit Cost in Previous Study, 2012

Western Freeway Sea Link Consultant’s estimated rate
90,000 INR/m2 (2008 price)
(Phase IIA) (does not include IDC)
Tender A rate
(does not include IDC but 128,600 INR/m2 (2008 price)
includes risks)
Tender B rate
132,560 INR/m2 (2008 price)
(includes IDC + Risks)
MTHL Returned Tenders Tender A rate
(includes IDC + Risks) 101,540 INR/m2 (2007 price)
Tender B rate
(includes IDC + Risks) 84,230 INR/m2 (2007 price)

Bandra Worli Sea Link Returned Tenders 91,000 INR/m2 (1999 price)
(average rate including
standard viaducts and cable
stay bridges)
Note: IDC = Interest During Construction
Source: Final FS Report for MTHL, 2012

The quantities and cost breakdown applied in the Final Feasibility Study 2012 and the unit
prices are shown in Table 3.5.2. In this table, whereas the figures in the left column are
quoted from the Final FS 2012 report, the ones in the right column are the review results
whether or not the unit prices were properly estimated on the basis of the said assumptions
mentioned above.

As the results of the review works, there are some findings as follows;

• Improper quotation from the drawing( approach road length shall be 62m instead of
623m, which is indicated in read in the table

• Improper application of the unit price for PC to a steel bridge

• Inaccurate application of the averages price escalation coefficient of 5% without

consideration of the varied commodity indices from 2007 to 2012

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Table 3.5.2 Review Results of Cost Estimation in Feasibility Study Report, 2012 1/2
Section Final FS Report for MTHL, 2012 Reviewed FS Report
Area Unit Rate Cost Area Unit Rate Cost
No Bridge Type
(㎡) (Rs/m²) (INR・Mil) (㎡) (Rs/m²) (INR・Mil)
Interchange At Sewri ～0+495
Ramp A 0+00 PC Box Girder
Ramp B PC Box Girder
Ramp C1 PC Box Girder
53,015 52,000 2,757 50,516 65,000 3,284
Ramp E PC Box Girder
Ramp C2 PC Box Girder
Ramp F 0+495 PC Box Girder
Retained Approaches 6,565 9,500 623 6,565 11,900 78
At grade road
31,520 5,000 158 32,156 6,300 203
and junctions
3,537 3,564
Marine Viaducts 0+495～16+000(16+600)
0+495 3+095 PC Box Girder 88,215 125,600 11,080 87,475 157,100 13,742
3+095 3+395 PC Box Girder 7,860 132,000 1,038 7,860 165,100 1,298
3+395 3+715 PC Box Girder 8,385 165,000 1,384 8,385 206,400 1,731
3+715 4+595 PC Box Girder 28,792 132,000 3,801 26,704 165,100 4,409
4+595 5+060 PC Box Girder 12,183 165,000 2,010 12,183 206,400 2,515
5+060 5+310 PC Box Girder 6,550 132,000 865 6,550 165,100 1,081
5+310 5+935 PC Box Girder 16,375 165,000 2,702 16,375 206,400 3,380
5+935 8+635 PC Box Girder 70,540 132,000 9,311 70,740 165,100 11,679
8+635 9+195 PC Box Girder 14,672 171,600 2,518 14,672 214,600 3,149
9+195 11+635 PC Box Girder 63,928 132,000 8,438 63,928 165,100 10,555
11+635 12+515 PC Box Girder 23,056 168,150 3,877 23,056 210,300 4,849
12+515 12+955 PC Box Girder 11,528 132,000 1,522 11,528 165,100 1,903
12+955 13+600 PC Box Girder 16,899 171,600 2,900 16,899 214,600 3,627
13+600 14+500 PC Box Girder 29,555 132,000 3,901 27,030 165,100 4,463
14+500 16+000 PC Box Girder 39,300 125,600 4,936 39,300 157,100 6,174
60,281 74,553
Land Viaducts 16+000～18+170(16+600～18+170）
16+000 16+600 PC Box Girder 15,720 157,100 2,470
20,960 87,900 1,842
16+600 16+800 PC Box Girder 5,555 109,900 610
16+800 18+170 PC Box Girder 33,976 87,900 2,986 34,130 109,900 3,751
4,829 6,831
Land Viaducts 18+170～18+922
18+170 18+404 PC Box Girder 5,800 61,900 359
18+404 18+444 Steel girder 18,650 49,500 923 1,000 195,000 195
18+444 18+922 PC Box girder 11,950 61,900 740

Road 18+922～ 20+092

18+922 20+092 Toll Gate Plaza 58,400 5,000 292 59,566 6,300 375

Land Viaducts 20+092～21+715.78

20+092 21+202 PC Box Girder 27,750 61,900 1,718
21+202 21+242 Steel girder 1,000 195,000 195
21+242 21+313.15 PC Box Girder 40,325 49,500 1,996 1,779 61,900 110
21+313.15 21+353.15 Steel girder 1,000 195,000 195
21+353.15 21+715.78 PC Box girder 9,071 61,900 561
610,149 3,211 4,448
Source: Final FS Report for MTHL, 2012, MMRDA and JICA Study Team

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Table 3.5.3 Review Results of Cost Estimation in Feasibility Study Report, 2012 2/2

Section Final FS Report for MTHL, 2012 Reviewed FS Report

Area Unit Rate Cost Area Unit Rate Cost
(㎡) (Rs/m²) (INR・Mil) (㎡) (Rs/m²) (INR・Mil)
INTERCHANGE WITH COASTAL ROAD AT SHIVAJI NAGAR
Viaducts 26,668 49,500 1,320 26,668 61,900 1,651
Approaches with ground improvement 10,525 11,500 121 10,525 14,400 152
At grade road and junctions 27,075 5,000 135 27,075 6,300 171
Sub Total Interchange with Coastal Road 1,576 1,973

INTERCHANGE WITH SH54

Viaducts 7,091 49,500 351 7,091 61,900 439
Approaches with ground improvement 7,943 9,500 75 7,943 11,900 95
Sub Total with SH54 426 533

INTERCHANGE WITH NH4B AT CHIRLE

Viaducts 22,719 49,500 1,125 22,719 61,900 1,406
Approaches with ground improvement 9,377 9,500 89 9,377 11,900 112
At grade road and junctions 10,527 5,000 53 10,527 6,300 66
Sub Total NH4B Interchange 1,266 1,584

MISCELLANEOUS
Landscaping Sum 65 Sum 81
Site Clearance Sum 80 Sum 100
Drainage and Protection Works Sum 10 Sum 13
Toll Plaza Building Sum 145 Sum 181
Toll Plaza System Sum 197 Sum 246
ROB’s and other structures Sum 20 Sum 25
Administration Building Sum 45 Sum 56
Office for MMRDA + IE Sum 21 Sum 26
Rescue Centres Sum 20 Sum 25
EMP, DMP, ITS Sum 790 Sum 988
Traffic Safety and Road Furniture Sum 110 Sum 138
Electrical Works Sum 305 Sum 381
Vehicles Sum 33 Sum 41
Sub Total Miscellaneous 1,841 2,301
GRAND TOTAL 823,174 76,969 818,168 95,788
Source: Final FS Report for MTHL, 2012, MMRDA and JICA Study Team

Reflecting the review results mentioned above, the construction costs for MTHL at the 2012
prices shall be INR 95,788 Million instead of INR 76,969 Million estimated in the Final
Feasibility Study 2012. Note that the inflation rates are quoted from IMF statistics to calculate
the price escalation coefficient for each year and that the unit price for steel bridge is applied
by the JICA Study team based on the current Indian practices. Table 3.5.4 shows the results
of the coefficients of price escalation based on the IMF figures, which is much higher,

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approximately 10% per year, than the assumption in the Final Feasibility Study 2012, and
resulted in 1.6 times in the price escalation ratio from 2007 to 2012.

Table 3.5.4 Inflation Rate (IMF)

Source: Study Team based on IMF data

Table 3.5.5 shows the revised unit cost for each work item as a result of the review works of
Final Feasibility Study 2012.

Table 3.5.5 Adjusted Unit Price (Values as of 2012)

Source: JICA Study Team

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3.5.2 Review of Construction Schedule

(1) General

The Final Feasibility Study 2012 estimated an implementation schedule of six years to
complete the project as shown in Table 3.5.6, including the preparation period, survey,
design and construction in BOT scheme. In principle, the proposed schedule can be
achievable if the contractor mobilizes the sufficient working teams to the site.

Table 3.5.6 Construction Schedule in Previous Study

Source: Final FS Report for MTHL, 2012, MMRDA

The approximate quantities for the major works are shown below:

• Superstructure: Total Length = 21.7 km, Total width = 26.2 m

• Bridge Area: 550,000 m2

• Foundations: φ1,200=1016 piles, φ1,500=1,604 piles, φ2,400=360 piles, Total=2,980

piles

• Substructure: 403 units

• Temporary jetty: 4.6 km

The construction period of foundation, substructure and superstructure works are estimated
for three years and nine months, and there is a difference of three months between the
commencement of each activity. However, in the area where temporary jetties are required
for the execution of pile foundations, the schedule is very tight.

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(2) Each Work Item

The following are brief descriptions of the major work items including the necessary team
number and the construction period.

Temporary Jetty

The construction of 4.6 km long temporary jetty shall be one of the critical paths for the
entire work because typical solutions such as embankment construction or floating bridges
cannot be applied due to the sensitive environment area of the Serwi mudflat section.

During the high tide period, only barges carrying a crawler crane and other equipment
would be able to accede the area where for the tugboats may be difficult or even impossible
to enter. Therefore, the construction of the temporary jetty can be constructed from both
ends.

Regarding the construction, is possible to complete the temporary jetty it according to the
proposed schedule if a double shift system working on both ends (4 working teams) is
adopted.

Foundation

There are three different diameters in the bored pile works, mainly with φ1,200 and φ1,500
diameter and approximated 25 m length. To execute 2980 nos. of piles, considering a
construction speed of 0.6 piles per day, 4 working teams will be required.

Substructure

The type of substructure is divided in 2 types in the marine section: a pile bent type and pile
cap solution. Both alternatives have bored piles using a steel pipe as temporary guide pipe.
The type of substructure on land has a typical solution (pile, pile cap, column). There are
403 nos. of substructures to be executed, considering an average 60 days to construct
each substructure, 18 working teams (1.2 km/team) will be required.

Superstructure

Considering the span-by-span erection method, 26.2 m wide superstructure, approximately

1.5 m erection per day and 1369 days (3¾ years) for completing its erection, 11 working
teams (2.0 km/year) will be required.

For the navigation channel and pipelines where the balanced cantilever method is required,
the construction period is almost 3 times slower (0.5 m/day).

(3) Conclusion in the Review

There is a high possibility that construction of the Sewri mudflat section and long span
sections in the marine portion shall be regarded as the critical path of MTHL project.

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However, if the necessary number of the working team is mobilized appropriately, it is

possible to achieve the completion of the project in 6 years.

3.6 Economic Analysis

This Section reviews economic and financial analysis for the project done by previous
studies, and mainly focuses on “Feasibility Study Report, 2012” as the above section.

As a matter of course, results of economic and financial analysis would become different
scenario depending on giving assumption. So this section reviews what assumptions are
applied, and how outcomes are evaluated.

3.6.1 Financial analysis

(1) Assumption

1) Initial investment cost

Initial investment cost in Feasibility Study Report, 2012 is assumed as the base amount
77,040 million INR. As the above section, while the cost estimation of Feasibility Study
Report, 2012 is appropriate in terms of quantities, the ratio of price escalation is set in low
levels, and therefore it could be said that the assumption of the initial investment cost is low.

Table 3.6.1 Initial investment cost of Final F/S Report, 2012 and review in
this study
Unit: INR million
Final F/S Report, 2012 This study
77,040 152,045

2) O&M cost

It is assumed that O&M cost in Feasibility Study Report, 2012 is one percent of the total
project cost, amounts 1,010 million INR at the year of commercial operation days (COD).
And it is annually escalated 5% of escalation. It is difficult to clearly judge appropriateness
of the assumption of O&M cost, because initial investment cost as the basis of the O&M
cost is set low levels and there are no clear explanation of one percent (of the total project
cost).

3) Traffic

Traffic volume in Feasibility Study Report, 2012 is assumed as the table below. Traffic
volume in 2017 as the year of COD is approximately 45,000 per day.

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Table 3.6.2 Traffic (Feasibility Study Report, 2012)

Car/Taxi LCV Bus HCV MAV Total
2017 29,725 6,325 2,325 5,225 1,375 44,975
2021 36,250 9,050 2,700 7,550 1,975 57,525
2031 53,550 15,300 3,575 12,800 3,325 88,550

This study carried out traffic demand forecast for three cases (Case 1, 2, 3), traffic on Case
2 was worked out based on similar toll rate setting on Feasibility Study Report, 2012. As the
table below, traffic forecast has been figured out on two separate sections before/after
Shivaji Nagar interchange.

Table 3.6.3 Traffic (This Study)

Sewri IC - Shivaji Nagar IC
Year
Car Taxi LCV Bus HCV MAV Total
2022 24,129 2,643 1,460 881 1,016 1,026 31,155
2032 66,371 14,057 2,746 1,248 2,175 2,016 88,612
2042 94,143 20,171 3,714 1,248 2,690 3,069 125,035
Shivaji Nagar IC - Chirle IC
Year
Car Taxi LCV Bus HCV MAV Total
2022 4,886 114 460 881 349 90 6,780
2032 21,271 429 857 1,248 651 206 24,662
2042 43,286 2,286 1,191 1,248 746 376 49,132

Traffic at the opening year (year 2022) on Feasibility Study Report, 2012 is larger than one
on this study, but growth rate on this study is much larger than previous study after year
2032.

4) Toll rates

Toll rates in Feasibility Study Report, 2012 is set based on “willingness to pay survey in
2011”, and it is escalated to COD (2016-2017). Annual revision of toll rates is made by
NHAI formula.

Table 3.6.4 Toll rates (Feasibility Study Report, 2012)

2017
Car/Taxi 175
LCV 265
Bus 525
HCV 525
MAV 790

Case 2 in this study, base case of toll rates is set based on “willingness to pay survey in
2011”, and revision of toll rate also follows NHAI formula. Therefore, while Case 2 in this
study is slightly high rate than one on Feasibility Study Report, 2012, basically there are no
significant difference between Feasibility Study Report, 2012 and this study.

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Table 3.6.5 Toll rates (This Study)

Sew ri IC - Shivaji Nagar IC Shivaji Nagar IC - Chirle IC

Mode
km km
16.5 5
Car 180.00 55
Bus 420.00 130
LCV 240.00 70
HCV 420.00 130
MAV 600.00 180

(2) The results of financial analysis

In Feasibility Study Report, 2012, Financial Internal Rate of Return (Project IRR and Equity
IRR) which is calculated based on the above assumptions is as follows. Unless otherwise
applied Viability Gap Fund (VGF), the project is not financially feasible.

Table 3.6.6 Financial Internal Rate of Return (Feasibility Study Report, 2012)

Without VGF and With 40% VGF (without With 40% VGF and
additional revenue additional revenue) additional revenue)
Project IRR 12.90% 15.60% 15.90%
Equity IRR 12.90% 16.80% 17.20%

Financial IRR in Feasibility Study Report, 2012 indicates comparatively high ratio, while the
project is a large scale toll road/bridge project - generally it is regarded difficult to return on
investment. The reasons are that; the initial investment cost set lower levels, traffic volume
are estimated comparatively large extent.

3.6.2 Economic Analysis

(1) Assumption

1) Economic Cost

In Feasibility Study Report, 2012, economic cost is worked out by multiplying conversion
rate 0.90 and the initial investment cost and O&M cost which are applied to the above
financial analysis. Appropriateness for the initial investment cost and O&M cost as basis of
economic cost is evaluated in the above section 3.6.1, 1) and 2).

2) Items of Economic Benefit

To work out economic benefit, the following items are applied. As a),b),c) are typical benefit
items on road projects, this study also use a) and b). c)~f) could be also regarded as benefit
items for the project, but its appropriateness cannot be evaluated since the breakdown of
benefit calculation is not stated in the report.

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a) Direct saving of time and costs owing to shorter route of MTHL

b) Saving of time and costs owing to decongestion effect on alternate route

c) Reduction in accidents on the alternate route

d) Saving on the Capex and Opex on the alternate route

e) Reduction in pollution (decongestion on alternate route)

f) Savings in foreign exchange owing to reduced consumption of imported fuel:

(2) The results of economic analysis

In Feasibility Study Report, 2012, Economic IRR based on the above assumption is 14%. It
exceeds the evaluation standards 12% on the infrastructure project in India, which indicates
that implementation of the project is relevant from the viewpoints of national economy as
well as from regional economy.

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4. TRANSPORT DEMAND FORECAST

4.1 Overview
The preparation of the Transport Demand Forecast in a large complex metropolitan area
such as the MMR is fought with difficulty due to the time constraint of the project. The Study
Team with the assistance of their local consultant adopted for the forecasting procedure via
an existing transport model7 developed by the local consultant hereafter simply referred to
the transport model. The genesis of any recent transport demand forecast in the MMR is the
transport demand model and procedures prepared for the Comprehensive Transport Study,
the CTS model. This forms the basis of the demand analysis for this study that will lead to
the preparation of the traffic forecasts for the MTHL. A locality map showing MTHL and
associated highways is presented in Figure 4.1.1.

This chapter of the report includes a further five sections. The next section deals with the
derivation of the transport model in relation to CTS whilst the subsequent section discusses
the transport model structure which in essence is directly related to CTS. The section prior to
penultimate section brings to the attention of the reader the model validation in 2015. In this
section, there is included a brief summary of the demand count data available for the model
validation in 2015. The penultimate section of this chapter presents the key assumptions in
the future such as transport infrastructure and socio-economic projections. The last section
of this chapter delivers the MTHL forecasts to the 2042 time horizon starting with the opening
in 2022 followed by the mid-year time horizon of 2032.

7
The adoption of this model which had been used in earlier analyses of MTHL was also recommended by
MMRDA.

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Source: JICA study team

Figure 4.1.1 Locality Map

4.2 Derivative of CTS

The transport model used in this demand analysis is that developed by the local consultant
appointed by the JICA study team. The MTHL model is implemented in the Cube Voyager8
software. This software is used throughout the world and is widely used for this type of
application.

The MTHL model was originally developed and used for the analysis of Line 2 Metro for
Mumbai and subsequently for a major toll road in Mumbai. The model draws on the rigorous
mathematical procedures of the CTS model. The CTS, a large multi-year model development
study produced a number of reports and working papers which provides useful references in
the development of the transport demand model.

4.2.1 CTS

The CTS transport model, the forerunner of the MTHL transport model used in the demand
forecast is a traditional four step model with separate consideration for external traffic and
goods vehicle modelling. The structural basis of CTS is that it uses 6 trip purposes for person
travel, namely:

• Home Based Work Office (HBWF);

• Home Based Work Industry (HBWI);

• Home Based Work Other (HBWO);

• Home Based Education (HBE);

8
For further details on the software, see http://www.citilabs.com.

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• Home Based Other (HBO); and

• Non Home Based (NHB).

The CTS model uses the following vehicle types, namely:

• Cars, motorcycle, and IPTs (a composite of Taxi and Auto Rickshaw)9 for private
person travel;

• Bus and Rail for public transport person travel; and

• Goods Vehicles (which in turn are split into Light Commercial Vehicles (LCV), Heavy
Commercial Vehicles (HCV) and Multi Axle Vehicles (MAV))

4.2.2 Zone System

The transport model adopted for MTHL as stated earlier is a derivative of CTS so much of
the discussion that follows in the next section with respect to transport model is actually in
reference to CTS. CTS however divided the MMR into 1030 internal traffic analysis zones
and 11 clusters for the purpose of preparation of summaries of datasets. The detail zoning
system of CTS is depicted in Figure 4.2.1 as well as the 11 summary zone groupings or
clusters as defined in the terminology of CTS.

The significant difference between the transport structures of the model adopted for MTHL
available from the local consultant is that the local consultant combined these 1030 traffic
zones into 188 zones whilst maintaining the 11 summary clusters as seen in Figure 4.2.2.
The transport model in addition has 9 cordon crossing points or external stations bringing the
total number of traffic zones to 197.

9
For MTHL prepared by the JICA study team, taxis and auto rickshaw are separated for the economic analysis.

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Clusters by Colour

Source: Comprehensive Transportation Study for Mumbai Metropolitan Region (CTS) 2008

Figure 4.2.1 Original Zoning System of CTS Highlighting the 11 Cluster10 Boundaries

10
The name of the clusters are given in section that presents the future assumptions.

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Source: JICA study team

Figure 4.2.2 Zoning System of the Transport Model

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4.3 The Model Overview

4.3.1 Preparation of Inputs

The key structure of any transport model is the supply side for the infrastructure and on the
demand side the socio-economic data as seen in Figure 4.3.1. In this section the basic inputs
are presented on the supply side namely the network structure which will also include the
public transit fare structure11. The socio-economic inputs are discussed in later sections in
respect to the future socio-economic forecasts which are the key inputs in the definition of
demand.

Source: JICA Study Team

Figure 4.3.1 Model Analysis Structure

For the current study the following key attributes were used for the road network:

• Distance;

• Link class;

• Free Flow speed; and

• Capacity

The 16 road link classifications used in CTS (see Table 4.3.1 below) were reviewed and
considered appropriate for use in this model. However, the link capacities used in CTS do
not fully reflect the existing operational capacities of the road insofar as they do not allow for
all the effects of side friction (pedestrian activities, hawkers etc.) plus the very bad condition

11
Unless otherwise stated in this report chapter all costs are of the 2015 Rupee value.

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of the existing roads and the subsequent impact these issues have on capacity and
operating travel speeds. They are, therefore, somewhat theoretical. Consequently the study
team in consultation with the local consultant have adjusted these capacities to be more
compliant with the work recently have carried out on speed/flow relationships for roads in
Mumbai region.

The speed flow curves are based on the link class coded. Link class definitions and speed
flow curves are shown in Table 4.3.1 and Figure 4.3.2 respectively. The model base year
network is given in Figure 4.3.3. The major roads are shown in red in this figure of the base
network. Besides travel time and travel distance being used in the network for the later
generation of generalized cost, the many existing tolls are also included in the network for a
similar reason and are documented in Table 4.3.2.

In the case of public transport network individual lines belong to one of five modes namely:

• Suburban rail;

• Ordinary bus;

• Air-conditioned bus;

• Metro rail; and

• Monorail.

The transit fare structure is shown in Figure 4.3.4. It is noted in this figure that the air
conditioned bus fare is high in comparison to the non-air conditioned bus fare. Out of the
4,700 bus fleet of BEST (The Bombay Electric Supply & Transport), only about 6% are Air
Conditioned Buses. There are about 365 routes of BEST of which there are approximately 20
Air Conditioned Bus Routes. At present the Air Conditioned routes are thus limited in scope
in Mumbai. It is uncertain for how much longer BEST will even operate these 20 routes.

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Table 4.3.1 Link Class Definitions

No Lane Configuration Divided/ Undivided Operation Capacity(1)

1 2/3 Lane Undivided One Way 1,050
2 2/3 Lane Undivided Two Way 875
3 2 Lane Undivided One Way 1,400
4 4 Lane (effective 2 lane) Divided Two Way 665
5 4 Lane Undivided One Way 805
6 4 Lane Divided Two Way 1,050
7 6 Lane Divided Two Way 1,050
8 6 Lane (Flyover) Divided Two Way 1,600
9 8 Lane Divided Two Way 1,400
10 10 Lane Divided Two Way 1,600
11 10 Lane (Service Road) Divided Two Way 1,600
12 2/3 Lane (regional) Undivided Two Way 770
13 4 Lane NH (regional) Divided Two Way 1,120
14 4/6 Lane (Bypass-Regional) Divided Two Way 1,280
15 Expressway (regional) Divided Two Way 1,280
16 Long Bridge (regional) Divided Two Way 2,000
Note: (1) Capacity in PCUs per lane
Source: JICA Study Team

Source: JICA Study Team

Figure 4.3.2 Speed Delay Curves

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Source: JICA Study Team

Figure 4.3.3 Model Base Year Network

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Table 4.3.2 Existing Vehicular Road Tolls by Vehicle Class (Rs.)12

Location Car LCV SCV MAV

BWSL 41 60 82 9999
Vashi (Thane Creek Bridge) 30 40 75 95
Airoli 30 40 75 95
Dahisar 30 40 75 95
Eastern Expressway (Mulund) 30 40 75 95
LBS Road (Mulund Check Naka) 30 40 75 95
NH 3 near Mumbai Entry 30 40 75 95
Kasheli Toll (Old Agra Road) 25 40 75 95
NH 4 (Shil Phata) 26 35 65 85
NH 4 (Lonavala) 15 20 30 45
Mumbai Pune Expressway (Khopoli) 165 255 354 1,116
NH 17 (Kharpada) 10 30 30 50
Mumbai Port Trust Road 30 9999 9999 9999
SH 54 Jasai 25 45 85 165
NH 4B Chirle 25 45 85 165
NH 4B Karanjada 25 45 85 165
Rasayani- Kon Toll 13 20 30 45
Arjunali Toll Plaza, Padgha (NH-3) 80 105 200 255
Mumbra Bypass Toll 25 40 75 130
Anjur-Chinchoti Phata Road 25 40 75 130
Kalyan-Shil Phata Road 25 40 75 130
Alibaug Toll 10 30 50 50
Aarey Colony Road 15 20 9999 9999
Note: (1) The figure 9999 is coded for when there is no appropriate toll.
Source: JICA Study Team

12
It is stated government policy to remove the toll on the Thane Creek bridge at Vashi for small vehicles and that
is reflected in the future demand analysis.

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Source: JICA Study Team

Figure 4.3.4 Transit Fare Structure

4.3.2 Model Structure

The structure of the transport model13 as stated earlier is in effect a traditional four step
model namely:

• Trip Generation;

• Trip Distribution;

• Mode Split; and

• Traffic Assignment14.

Trip Generation15 is a two-step process namely:

• First step is to apply the CTS equations to the land use data; this is straightforward
but the main drawback identified is that this does not take into account vehicle
availability/income;

• The second step is therefore applied that splits households into low, medium and

13
Only limited detail of the model equations is supplied as these are documented in the detail in the various CTS
reports.
14
Prior to the assignment additional traffic flows are included from special generators, commercial vehicles and
external traffic.
15
The CTS report in 2005 reported that there were 1.65 trips per person per day in Mumbai with sixty per cent of
those trips using the walk mode.

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high income groups16 based on the average household income for the zone. This
income segmentation as specified by CTS is based on Income Index assessed
based on property rates published regularly by a real estate newspaper
Accommodation Times.

The actual generation rates are also dependent on the region within MMR and these are also
applied across all three income levels namely low, medium and high. Once the level of
household income is established, it is then possible to allocate the households within a traffic
zone into three vehicle ownership categories of No vehicle household, household with
motorcycle and household with car. Then one applies the relevant trip rates at this stage.
The equations associated with trip production are for the six purposes and are a function of
the zonal characteristics of population, employment, resident workers, resident students and
income. The trip attractions are a function of population and employment. The trip production
equations for each trip purpose are defined below with the coefficients presented in Table
4.3.3. The equations are:

• HBWF = RWF_HBWF * resident workers

• HBWI = RW_HBWI * resident workers

• HBWO = RW_HBWO * resident workers

• HBE = RS_HBE * resident students + RS_HHI * Average zonal income

• HBO = POP_HBI * Population

• NHB = NHB_EBZ * Total employment

Table 4.3.3 Trip Production Coefficients

Region RWF_HBWF RW_HBWI RW_HBWO RS_HBE RS_HHI POP_HBI NHB_EBZ

BCM 0.794 0.106 0.163 0.144 0.14 0.014 0.002
Thane 0.510 0.080 0.100 0.106 0.186 0.015 0.002
Navi Mumbai 0.827 0.083 0.159 0.890 0.423 0.014 0.001
Kalyan, Bhivandi 0.554 0.078 0.080 0.114 0.204 0.011 0.001
Mira Bhayander,
0.579 0.073 0.107 0.134 0.031 0.009 0.001
Vasai-Virar
Rest of MMR 0.186 0.032 0.037 0.053 0.024 0.016 0.004
Source: JICA Study Team

Trip attraction equations for each purpose are defined below with coefficients defined in
Table 4.3.4. The equations are:

• HBWF = HBWF_OJ * Employment office

16
The medium income range is from 9,400 to 37,000 Rs for household income with an average of 22,000 Rs per
month in 2012 value Rs. The medium and high income ranges are either side of the medium range with an
average monthly income of 7,000 and 64,000 for the low and high incomes respectively. Also, each average
was caliculated by arithmetical mean method.

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• HBWI = HBWI_IJ * Employment industrial

• HBWO = HBWO_OTJ * Employment other

• HBE = HBE_OTJ * Employment other

• HBO = HBO_POP * population + HBO_TJ * employment total

• NHB =NHB_TJ * employment total

The key socio-economic parameters by region are presented in later sections of this chapter.

Table 4.3.4 Trip Attraction Coefficients

Region HBWF_OJ HBWI_IJ HBWO_OTJ HBE_OTJ HBO_POP HBO_TJ NHB_TJ

BCM 0.747 0.516 0.302 0.207 0.005 0.019 0.002
Thane 0.798 0.501 0.252 0.276 -0.0003 0.058 0.005
Navi Mumbai 0.621 0.556 0.272 0.204 0.007 0.012 0.001
Kalyan, Bhivandi 0.76 0.183 0.182 0.318 0.006 0.023 0.001
Mira Bhayander,
0.725 0.504 0.236 0.193 0.001 0.046 0.001
Vasai-Virar
Rest of MMR 0.582 0.096 0.154 0.19 0.003 0.07 0.005
Source: JICA Study Team

The Trip Distribution stage of the model, and later stages, requires generalized costs, and
these need to be mode specific as well as specific to the income categories low, medium and
high. The latter is handled by applying the income category specific value of time and the
monetary components in the generalized cost formula. The mode specific generalized cost
formulas are conventional with all the time and cost components of the journey being
summed using appropriate weights. However in Mumbai, only travel time is included in the
distribution equation.

From earlier Mumbai works the local consultant has available a table of friction factors for
each of the six trip purposes. These factors will also be adopted for the MTHL analysis.

The friction factors are mostly derived from the Gamma family of curves and the formulas for
deriving the friction factors are commonly used and their details are as follows where T
stands for time, and ALPHA is equal to 0.001:

• FFHWF= exp(-1/HWF*T)*T^(-1/HWF) where HWF = 34.9;

• FFHWI = exp(-1/HWI*T)*T^(-1/HWI) where HWI = 28.3;

• FFHWO= exp(-1/HWO*T)*T^(-1/HWO) where HWO = 26.8;

• FFHBE = exp(-1/HBE*T)*T^ALPHA where HBE = 20.48;

• FFHBO = exp( (-1/HBO) * ln(T)^2 )*T^ALPHA where HBO = 3.42; and

• FFNHB = exp( (-1/NHB) * ln(T)^2 )*T^ALPHA where NHB = 2.9;

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The original CTS report gives details about Mode Split. The report provides mode shares for
the MMR area, it also contains details on average trip lengths by overall public and private
mode. The overall public modal share for the MMR is 74% with an average trip length of 15.7
km with a combined private and public trip length of 14.4 km.

The model has three different principal private modes, CAR, MC and IPT, the latter being a
composite mode of taxi and auto rickshaw. Income and vehicle availability help explain
differences in trip rates. Mode split is therefore not only a matter of a split between private
and public modes; it is also a matter of private mode usage as a function of household
vehicle ownership. In the latter split it seems likely that trip distance is the determining factor
with a bias towards using the mode corresponding to the household’s vehicle ownership
status.

Private mode costs are defined by private mode and income group and vehicle operating
costs. It is also assumed that a proportion of private mode users are captive to their initial
private mode. This effectively says that a proportion of CAR and MC users will in all
circumstances use their private mode and will not consider using public transport. The values
of time for the base year for car and non-car user are presented in Table 4.3.5.

Table 4.3.5 Value of Time17 (Rs per hour)

Category Income Group Value

Non Car User Low 13.5
Non Car User Medium 42
Non Car User High 123
Car User Low 94
Car User Medium 133
Car User High 168
Taxi User Not Applicable 50
Source: CTS and Local Consultant

Prior to the assignment, additional traffic is introduced to the travel mixture. Additional traffic
is from three sources namely goods vehicles, external traffic and special generators. The
Goods vehicle or the commercial vehicle flow will likely have a significant impact on the traffic
volume on MTHL (and consequently a major impact on MTHL revenue). However the
conventional 4 stage model typically does not handle commercial vehicles very well, so
another systematic approach has to be put in place to model commercial vehicle traffic in an
appropriate way.

A large proportion of commercial traffic is accounted for in the definition of the external traffic
and special generators. In particular, all external goods traffic are accounted for leaving only

17
These cost values are in the units of 2012 Rs, the original year of the MTHL model calibration for the value of
time.

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some of the internal goods traffic to be allowed for. A goods vehicle matrix18 from CTS was
available and it is this matrix, suitably factored, that is used to add to the matrices from the
external traffic and special generators to obtain the overall travel patterns. The special
generator traffic is produced from such locations as airports or special generation zones. The
level of development of such relevant locations to MTHL are presented in later sections.

The Assignment of Persons and Vehicles are the next steps, and it is necessary to check
that both are producing the correct characteristics before the model can be considered
validated. For Public transport there are few available cross check data apart for very high
level figures. Therefore now in the particular case of MTHL this will be considered acceptable
if the following criteria are matched for this MTHL model update namely the numbers of
persons in mechanized transport crossing the Thane Creek Bridge and Airoli Bridge are
matched. In this model update, there is not a significant set of statistics available for checking
highway assignments other than the Thanee Creek and Island City Screenline.

Within the model there are two separate highway assignment processes. The first
assignment occurs as part of the standard 4 stage iterative process. This assignment is very
conventional and the emphasis is on simplicity in order to keep the model run times low. The
second assignment, the final assignment, occurs after the iterative 4 stage model process is
concluded, and it is these results which are quoted, and used for the MHTL analysis. It is
therefore only undertaken once and as such it can be made more detailed in order to gain
maximum accuracy and detail. The details are shown in Figure 4.3.5. It is a Diversion
Assignment where Tolled and un-tolled paths are considered for the Users of the highway
system, including cars, goods vehicles and taxis. The cars are split into four income classes
in order to better represent toll sensitivity.

The first part of the vehicle assignment in the estimation of MTHL traffic is to build paths and
collate the relevant costs. This is done separately for relevant traffic type and for each traffic
type the best MTHL and non-MTHL path is built. The second step is to, for each traffic type,
determine a MTHL diversion proportion, this is done using a conventional logit expression.
The third step is then to derive a matrix of traffic for MTHL and non-MTHL options for each of
the traffic types. The final step is then to assign those matrices to the paths built in the first
step.

The public transport assignment allocates passenger matrix, which includes trips made by
bus, suburban train and Intermediate Public Transport (IPT), is assigned on to the public
transport network. The public transport assignment is done based on generalized time (GT)
units of each mode. The stochastic user equilibrium algorithm will be utilized for the public
transport assignment. Discomfort is taken care by defining different multiple crowding curves

18
The two most important clusters were Navi Mumbai and the Island City with 27% and 14% of commercial
vehicles respectively.

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for different PT modes. Every line in the public transport network will be allocated with its
corresponding fare table and wait curves.

It should also be mentioned at this point that a capacity restraint procedure based on
generalized cost is used in loading assignment of the vehicle matrices as briefly outlined
earlier in this section. Tolls are of course also considered on major links as described in
Table 4.3.2 for the base year. The VOC and other parameters of GC are based on the CTS
values and other recent studies carried out by the local consultant working with the Study
Team. The Generalized Cost formula used in the assignment is of the following form:

GC = VOT*TT + VOC*Distance + Toll

where,
GC = Generalized Cost (in Rs.)
VOT = Value of Time (in Rs./min)
VOC = Vehicle Operating Cost (in Rs./km)
TT = Travel time (in min)

Demand Model

Source: Local Consultant and JICA Study Team

Figure 4.3.5 Highway Assignment Procedure

Validation of the Model as stated earlier is undertaken after the completion of the traffic
assignment. In this case, the validation is confined to the corridor of MTHL where the study
team undertook travel characteristic counts.

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4.4 Validation of 2015

After the initial assignment of the model with the updated network infrastructure and socio-
economic data for the conditions of 2015, the initial model results did not correspond to the
existing situation. It was thus necessary to confirm a procedure for final model validation that
reflected the existing situation as noted from observed count data.

4.4.1 Existing Situation

The understanding of the existing traffic situation in the vicinity of the MTHL was achieved
through a series of classified vehicle count survey (CVCS), railway passenger count survey
(RPCS) and vehicle occupancy survey at some 18 sites as described in Table 4.4.1 and as
seen in Figure 4.4.1.

Table 4.4.1 Location of Traffic Count Sites

Site No Survey Type Survey Location Duration
1 CVCS and Vehicle NH-3 on Thane Creek 24 Hours
2 Occupancy Survey Kalwa Bridge
3 Mulund-Airoli Bridge19
4 Vashi Bridge (on Thane Creek)
5 NH-4 near Taloja
6 Sion-Panvel Highway (Taloja Creek Bridge)
7 Amra Marg near Kille (On Panvel Creek)
8 BPT Road on Eastern Freeway near Sewri Rly Stn
9 Rafi Ahmed Kidwai Marg
10 G D Ambekar Marg near Parel Village
11 Dr Ambedkar Road near Parel
12 N.M. Joshi Marg
13 Senapati Bapat Marg
14 Dr Annie Besant Road
15 Khan Abdul Gaffar Khan Road
16 NH-4B JNPT Road, Near Wawal Bus Stn
17 RPCS Thane Creek Railway Bridge 24 Hours
18 Vashi-Mankhurd Rail Sea Link
Source: JICA Study Team

19
The traffic count at this site was seen to be inconsistent with historical data and was replaced by historical
counts.

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Source: The JICA Study Team

Figure 4.4.1 Location of Traffic Surveys

4.4.2 Procedure of Validation

The key to the successful adoption of the transport model for this project is the adjustment of
transport model based on validation result of the base year traffic forecasts against current
classified vehicle count survey and railway passenger count survey. The adapted pcu fators
by vehicle types were decided based on advice of MMRDA and the adapted factores are
shown in Table 4.4.2.

Table 4.4.2 PCU Factor by Vehicle Type

Vehicle Type PCU Vehicle Type PCU
Two Wheeler 0.5 LCV (Light Commercial Vehicle) 1.5
Auto Rickshaw 0.75 2/3 Axle Truck 3.0
Car/Jeep/Taxi 1.0 MAV (Multi Axle Vehicle) 4.5
Mini Bus 1.5 Agricultural Tractor 1.5
Standard Bus 3.0 Animal Drawn Vehicle 6.0
Note: PCU factor for other vehicles was set as 4.5
Source: Mumbai Trans Harbour Link prepared by Arup et al, 2012 and Indian Roads Congress
Code IRC-106-1990 “Guidelines for Capacity of Urban Roads”.

4.4.3 Validation Comparison

A comparison of traffic counts across three screenlines is shown in Table 4.4.3. There are
two vehicular screenlines namely the Island City and Thane Creek with a transit screenline
across Thane Creek as well. All screenlines are within a tolerance of 12% which is
considered acceptable. In addition the individual vehicular counts were compared and this

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estimated comparison at this level resulted in a MAD ratio of 0.14. A value in the range of
less than 0.25 is considered good.

The MAD ratio is a simple statistic to determine the closeness of fit between traffic count and
link assignment estimate. It is defined as:

Count − Estimate 1
MAD Ratio = ∑ Count
*
n

Where MAD ratio = Mean absolute difference ratio;

Count = Traffic Count;
Estimate = Estimate from Validation procedure; and
n = Number of observations.

Table 4.4.3 Screenline Comparison of Peak Hour Flow Counts20,21

No Description Direction Observed Estimated % Difference

1 Island City Vehicular (pcu) Both 25,972 27,251 4.9%
2 Thane Creek Vehicular (pcu) Both 30,574 26,974 -11.8%
3 Thane Creek Transit (persons) Both 170,000 167,110 1.7%
Source: JICA Study Team

4.5 Future Assumptions

Four keys sets of sets of future assumptions that will impact the performance of the MTHL
namely the overall socio-economic forecasts, the special major development areas both in
Navi Mumbai and the Island City, the planned transport infrastructure and the configuration
of MTHL itself.

4.5.1 Key future Socio-Economic Forecasts

The Study Team reviewed the socio-economic forecasts of CTS and sought the advice of
various agencies such as MMRDA, BMC, CIDCO and NMMC. Thus the Study Team was
able to prepare reviewed key socio-economic forecasts for both population (see Table 4.5.1),
households (see Table 4.5.2) and employment (see Table 4.5.3)for each of the 11 clusters at
the base year of 2015 and the three future time horizons of 2022, 2032 and 204222,23. These

20
All seasonal factors were incorporated into the traffic counts.
21
The peak hour is defined as being between 08:30 and 09:30.
22
Socio-economic forecasts were available for 2021 and 2031. The years of 2022 and 2032 were estimated by
extrapolation of the various agency data whilst the 2042 dataset was estimated by extrapolation with the
growth rate cut-off of two and half percent per annum.
23
In addition to these population and employment data, currently undeveloped or under developed areas such as
land designated as SEZ or land designated for rejuvenation is included in the transport model as special
generators. The overall potential of this land is considered relative to the 2042 timeframe.

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forecasts24 were then reflected into the detail of the 188 traffic analysis zone. For reference,
the 2011 census data is also shown in Table 4.5.1 and Table 4.5.3.

The population of the MMR is expected to increase from 23.9 million in 2015 to a total of
36.94 million in 2042, an overall rate of 1.6 percent per annum. The overall household size
will decrease from 4.4 to 3.9 thus whilst population is increasing at 1.6 percent per annum,
the growth in households grows 30% faster at 2.1 percent per annum.

During the same time period, employment is expected to increase 10.48 to 18.2 million. The
participation will also increase slightly over this time period from 0.44 to 0.49. However
overall employment level grows at 2.1 percent per annum, a similar level to the growth in
households.

The population of Mumbai (Island City plus the Eastern and Western Suburbs) itself is
anticipated to increase from 12.73 million to 14.57 million between 2015 and 2042. Over this
time period, the highest population growth rates are seen in Navi Mumbai. Such growth is
expect to increase the transport requirements between Mumbai and Navi Mumbai.

Table 4.5.1 Distribution of Population Forecasts by Horizon Year (Mill People)

No Cluster Name 2011 2015 2022 2032 2042
1 Island City 3.15 3.07 2.94 2.80 2.80
2 Western Suburbs 5.60 5.76 6.04 6.50 6.95
3 Eastern Suburbs 3.73 3.90 4.19 4.51 4.82
4 Thane 1.92 2.04 2.28 2.91 3.62
5 Navi Mumbai 1.92 2.19 2.79 4.47 5.58
6 Kalyan Dombivali 2.38 2.85 3.84 4.84 5.97
7 Vasai- Virar 1.22 1.47 1.97 2.23 2.48
8 Rural Alibaug-Karjat-Khopoli 0.52 0.53 0.55 0.56 0.59
9 Pen SEZ 0.16 0.26 0.57 0.78 0.94
10 Bhiwandi 0.80 0.92 1.17 1.33 1.49
11 Mira Bhayander 0.81 0.91 1.11 1.39 1.71
Total 22.21 23.90 27.45 32.32 36.94
Source: MMRDA, BMC, CIDCO, NMMC and JICA Study Team.

24
The key forecasts of population and employment were the control of all socio-economic model inputs.

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Table 4.5.2 Distribution of Household Forecasts by Horizon Year (Mill Households)

No Cluster Name 2015 2022 2032 2042
1 Island City 0.70 0.69 0.68 0.71
2 Western Suburbs 1.31 1.42 1.59 1.77
3 Eastern Suburbs 0.89 0.98 1.10 1.23
4 Thane 0.46 0.54 0.71 0.92
5 Navi Mumbai 0.50 0.65 1.09 1.42
6 Kalyan Dombivali 0.65 0.90 1.18 1.52
7 Vasai- Virar 0.33 0.46 0.54 0.63
8 Rural Alibaug-Karjat-Khopoli 0.12 0.13 0.14 0.15
9 Pen SEZ 0.06 0.13 0.19 0.24
10 Bhiwandi 0.21 0.27 0.32 0.38
11 Mira Bhayander 0.21 0.26 0.34 0.44
Total 5.44 6.43 7.88 9.41
Source: MMRDA, BMC, CIDCO, CTS, NMMC and JICA Study Team.

Table 4.5.3 Distribution of Employment Forecasts by Horizon Year (Mill People)

No Cluster Name 2011 2015 2022 2032 2042
1 Island City 2.35 2.44 2.60 2.86 3.13
2 Western Suburbs 2.44 2.55 2.77 3.11 3.40
3 Eastern Suburbs 1.19 1.23 1.32 1.45 1.59
4 Thane 0.61 0.75 1.06 1.49 1.86
5 Navi Mumbai 0.99 1.21 1.70 2.40 3.00
6 Kalyan Dombivali 0.74 0.87 1.15 1.60 1.92
7 Vasai- Virar 0.36 0.45 0.65 0.96 1.19
8 Rural Alibaug-Karjat-Khopoli 0.11 0.12 0.14 0.16 0.18
9 Pen SEZ 0.14 0.20 0.35 0.54 0.68
10 Bhiwandi 0.32 0.36 0.44 0.56 0.64
11 Mira Bhayander 0.25 0.29 0.38 0.50 0.60
Total 9.50 10.48 12.56 15.65 18.20
Source: MMRDA, BMC, CIDCO, NMMC and JICA Study Team.

4.5.2 Major Developments in Navi Mumbai

In addition to the growth in attractiveness of each cluster with respect to population and
employment, there are also special development areas often referred to as SEZ or in
modelling terms, the relevant special generators. The staged development of these zones is
shown in Table 4.5.4. At the time of the opening of the MTHL in 2022, these localities on the
Navi Mumbai side of the project are expected to have reached a level of 20% completion and
move towards a 90% level of full build out by 2042. The level of redevelopment of the
Mumbai Port Trust is likely to only reach a build out of 50% by 2042.

In addition to the growth in attractiveness of each cluster with respect to population and
employment, a new airport is also planned for Navi Mumbai. The anticipated opening of the
airport is in 2019 with an estimation of 10 million passengers per year. With respect, to the

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time horizons of this study the anticipated passengers for the use of the airport are 15.8, 34.7
and 53.1 million passengers per year 25 in 2022, 2032 and 2042 respectively. These
assumptions of the airport opening as well as the projected level in the development zones
are in built within the framework of the transport model.

Table 4.5.4 Major Planning Development Levels in Special Development Zones

Ultimate Percentage Development Level

Traffic
Development
Cluster Node Name Analysis
Level 2015 2022 2032 2042
Zone
(person)
Navi Mumbai SEZ Employment 202 to 207 281,000 0 20 50 90
Navi Mumbai SEZ Population 202 to 207 790,000 0 20 50 90
Mumbai Port Trust Area
201 125,000 0 5 15 50
Development-Population
Mumbai Port Trust Area
201 50,000 0 5 15 50
Development-Employment
Navi Mumbai Airport (MAP) 208 & 209 60,000,000 0 26 58 89
Source: MMRDA, BMC, CIDCO and NMMC

4.5.3 Future Transport Infrastructure

Between now and 2042, it is anticipated that significant transport infrastructure26 is likely to
be constructed within the MMR. Some of this transport infrastructure 27 will impact the
performance and hence the attractiveness of MTHL. The time of completion28 of significant
projects is shown in Table 4.5.5. In addition selected projects are highlighted on the network
assumption map of Figure 4.5.1.

The project that may have the largest dis-benefit on MTHL is the GK Bridge as this provides
an additional crossing of Thane Creek. The completion of this project is included at an early
stage. The other project of likely impact is the widening of Thane Creek Bridge. This project
in the opinion of the Study Team will not likely happen in the immediate future but such a
project should still be included in the later time horizon.

The major project not listed in the aforementioned table is the impact of the opening of the
operation of the Delhi Mumbai Industrial Corridor. The likely major impact of this project is to

25
This forecast is based on the interpolation of the airport forecast years of 2025, 2035 and 2045 estimating
million annual passengers at this time horizons of 25, 45 and 60 respectively.
26
As well as future infrastructure, it should be noted at the time of opening of MTHL, the private vehicle toll on the
existing Thane creek bridge will be removed as this is stated government policy.
27
It is noted that approximately 146 km of Metro are intended for completion in Mumbai by 2022. Not all of that
metro is included in the modelling analysis. Only that section of the metro deemed by the team’s local
consultant in conjunction with the study team as relevant to impact MTHL is included in this study analysis.
28
The timing of the commencement of operation of infrastructure projects was determined after extension
discussions with relevant agencies and a review of associated feasibility studies.

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reduce the truck traffic travelling though Navi Mumbai to access the port. This impact will be
included with an appropriate adjustment to truck travel matrix29.

Table 4.5.5 Network Year for Project Inclusion

Project Name 2022 2032 2042
Ghatkopar - Koparkhairane Bridge (GK Bridge) X X X
Coastal Road from JNPT to Navi Mumbai Airport X X X
Sewri to Worli Elevated Link (2+2 Lanes) X X X
Elevated road between BKC and Eastern Express Highway near Sion X X X
Monorail from Jacob Circle to Chembur X X X
Navi Mumbai Metro – Belapur-Kharghar – Taloja X X X
Rewas Karanja Bridge (RK Bridge) X X
MTHL extension to Mumbai Pune Expressway X X
Navi Mumbai Coastal Road from Vashi to Thane X X
Multimodal Corridor from Virar to Alibaug X X
Line 2 Metro and Line 3 Metro X X
Navi Mumbai Metro - Taloja -Kalamboli- Khandeshwar - New Airport (2021) X X
Coastal Road from Navi Mumbai Airport to Thane along Palm Beach Marg and Creek X
Widening of Thane Creek Bridge X
Source: JICA Study Team

29
This impact is expected to be minimal as the commercial traffic on NH8 and NH3 (main highways from Delhi)
bound for JNPT is observed as the order of 5%.

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Source: JICA Study Team

Figure 4.5.1 Selected Network Assumptions for the Analysis of MTHL

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4.5.4 MTHL Configuration

The project is coded into the model with three lanes of traffic in each direction. The reference
toll is presented in Table 4.5.6 for each vehicle class in Year 2015 monetary value. The toll
for a car or small vehicle in the opening year of 2022 was established at 180 Rs30 (Year 2022
value) on the main bridge link. The toll on the short link between Chirle and Shivaji Nagar is
distance proportional to the main bridge link. In addition to vehicular traffic, it is expected that
BEST will provide some public bus route across the MTHL.

Table 4.5.6 Base Toll (Rs) Level by Vehicle Class per Vehicle between Interchanges
Vehicle Type Chirle - Shivaji Nagar Shivaji Nagar - Sewri Comment
Car 40 130 This is also referred to as the
Taxi 40 130 small vehicle reference toll.
Bus 90 300
LCV 50 170
HCV 90 300
MAV 130 430
Source: MMRDA and JICA Study Team

4.6 Future Demand on MTHL

At the opening year 2022, the daily traffic on the main bridge is expected to be 39,300 pcu
for the reference toll presented in Table 4.5.6. The traffic is projected to increase up to
103,900 by 2032 and up to 145,500 by the year 2042. The daily breakdown by vehicle class
on the main bridge link is presented in Table 4.6.1.

Due to government policy to withdraw the toll on the Thane Creek bridges at Vashi and Airoli
for small vehicles and buses, and delay of airport development, year wise future demand on
MTHL are decreased in comparison with Mumbai Trans Harbour Link Study in 2012.
Furthermore, future demand between Shivaji Nagar IC and Chirle IC is lower than between
Sewri IC - Shivaji Nagar IC due to new development of toll-free coastal road to Shivaji Nagar
IC.

At opening in 2022, the traffic flow on MTHL represents a diversion of 10% of traffic across
all Thane Creek which will be increased up to 16% in 2032. If only Thane Creek Bridge is
considered, then the diverted traffic from that bridge will be 21% in 2022 which will be raised
up to 35% in 2032.

30
A deflationary rate of 5% per annum was adopted

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Table 4.6.1 Traffic Forecast Volume on the Main Bridge Link by Vehicle Class31
(Unit: pcu)
Sewri IC - Shivaji Nagar IC Shivaji Nagar IC – Chirle IC
Vehicle Type
2022 2032 2042 2022 2032 2042
Car 24,100 66,400 94,100 4,900 21,300 43,300
Taxi 2,700 14,100 20,200 100 400 2,300
Bus 2,700 3,700 3,700 2,700 3,700 3,700
LCV 2,200 4,100 5,600 700 1,300 1,800
HCV 3,000 6,500 8,100 1,000 2,000 2,200
MAV 4,600 9,100 13,800 400 900 1,700
Total 39,300 103,900 145,500 9,800 29,600 55,000
Source: JICA Study Team

31
Details of ramp volumes are not included in this chapter but are input into the design phase of the project.

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5. NATURAL CONDITIONS ALONG MTHL

5.1 Topographic Survey

5.1.1 Outline of Topographical Survey

(1) General

Objectives of topographical survey are to obtain the base map for road and bridge design
and to obtain the basic information in order to analyse the tidal level and the ocean wave.
The target areas are as follows;

• Main road alignment (on Land and Sea)

• Planned Interchange (3 areas)

• 2 lines on the sea

(2) Previous Survey

Bathymetry survey was conducted in the following investigations, 2013.

Table 5.1.1 Previous Topographical Survey

Report Date Outline
Supplementary Geotechnical Investigations Feb 2013 Bathymetry Survey along MTHL
for the proposed Mumbai Trans Harbour Link alignment
(MMRDA) (KM4+200-KM14+900) x 200m
Source: JICA Study Team

(3) Topographical Survey

1) Baseline Data

Topographical survey were carried out as follows

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Table 5.1.2 Baseline of Topographical Survey

Bathymetrical Survey: From 3rd May to 6th May, 2015
Survey Period
Survey on Land: From 12th May to 22th May,2015
Bathymetrical Survey: Multibeam Echo Sounder
Main Equipment
Survey on Land: Total Station
Geodetic Datum WGS84 (UTM Conversion: Zone43)
Surveying Benchmark M.S.L.=+2.15m above chart datum
Source: JICA Study Team

2) Survey Items and Location

Topographical survey items and quantities are shown in Table 5.1.3.

Table 5.1.3 Survey Items and Quantities

Item Unit Quantity Note

2 2
Plane Survey by Total m 3,190,000 • Eastern Freeway Interchange: 450,000m
2
Station for Land • Navi-Mumbai Side: 1,100,000m (5,500m x 200m)
2
• Shivajinagar Interchange: 600,000m
2
• Chirle Interchange: 1,040,000m
Plane Survey for Sea m2 825,000 • 16,500m x 50m
Centerline / Profile Leveling m 6,500 • Mumbai Side: 1,000m
Survey for Land • Navi-Mumbai Side: 5,500m
Cross Section Survey for m 17,500 • Main Line: 17,500m (350 line x 50m)
Land
Centerline / Profile Leveling m 3,400 • Eastern Freeway: 1,500m
Survey for the Cross Roads • At Shivajinagar Interchange: 600m
on Land • At Chirle Interchange: 1,300m
Cross Section Survey for the m 8,500 • Eastern Freeway: 3,750m (75 line x 50m)
Cross Roads on Land • At Shivajinagar Interchange: 1,500m (30 line x 50m)
• At Chirle Interchange: 3,250m (65 line x 50m)
Profile Leveling Survey for m 1,200 • 800m + 400m (2 line)
Land
Profile Leveling Survey for m 16,540 • 8,380m + 8160m (2 line)
Sea
Source: JICA Study Team

Survey locations for interchanges are shown in Figure 5.1.1.

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200m
1,500m
200m 600m

200m

Total Area = 450,000m

(a) Eastern Freeway Interchange

(b) Shivajinagar
(c) Chirle Interchange
Source: JICA Study Team

Figure 5.1.1 Location of the Plane Surveys

Survey lines of bathymetric survey were determined considering planned alignment and
plan of hydrological analysis, which are shown in Figure 5.1.2.

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Source: JICA Study Team

Figure 5.1.2 Bathymetric Survey Location

3) Photos of Field Work

Photos of field work are shown in Figure 5.1.3.

Topographic survey work at Seweri site Survey vessel for batheymetry survey

Figure 5.1.3 Photos of Survey Work

5.1.2 Survey Results

(1) Topographic Map and Cross Sectional Survey

Topographic map and cross sectional survey results were utilized as base drawings on the
basic design drawings. The topographic map, end point of the project, Navi Mumbai side is
shown in Figure 5.1.4.

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Source: JICA Study Team

Figure 5.1.4 Topographic Map, End Point of the Project, Navi Mumbai Side

(2) Topographical Profile along MTHL

Topographical map, longitudinal profile drawing and cross sectional drawing were made for
base map of the preliminary design based on the topographical survey results.
Topographical profile along MHTL is shown in Figure 5.1.5. This profile shows that the
project route passes on the plain whose elevation is about 5m at the beginning point, and it
passes through some hills, about 5m to 60m in Navi Mumbai Side. On the sea, the
elevation of the project route is shallower than -3m in the section from KM0.5 to KM4.0, and
maximum depth is about 10m at around KM6.0 and KM8.0.

Source: JICA Study Team

Figure 5.1.5 Topographical Profile along MTHL

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(3) Topography of the Site

The land in Mumbai city had consisted of 7 islands before 18th century, and the reclamation
work was conducted during 18th century. Presently, the land consists of the plain and low
hills with the elevation of 5m to 20m. The land of Navi Mumbai lies on the Decan Traps had
formed by the volcanic eruption. These traps (Basalt) are well known as the world largest
land formed by volcanic action. The land around Navi Mumbai city consists of the hills with
elevation of 50m to 300m. The project route is to start in the reclamation area at the
beginning section with the elevation of 5m, and passes through the hills with maximum
elevation of 60m in Navi Mumbai Side.

5.2 Geological Survey

5.2.1 Outline of Geological Survey

(1) Objectives

Geological Survey was carried out to obtain geological, geotechnical information at bridge
sites on MHTL. The objectives of the Works are to in detail as follows:

• Clarify the geological conditions, geological strata and their characteristics, of the
construction site for preparatory survey.

• Determine geotechnical properties of the geology at the bridge site.

(2) Local Geology

The area of Mumbai city is located on the said Deccan Traps, which is well known as the
world largest land formed by volcanic eruption which occurred between the end Mesozoic
Cretaceous and early Cenozoic. Deccan Traps are composed of many kinds of Basalt
rocks and with thickness of more than 2,000m. Above this rock, is a stiff silty clay layer
which is weathered from the rock. On the sea section, marine sediments cover with the
thickness about 2m to 20m on the layers.

(3) Previous Survey

Geological surveys carried out in recent years are as shown in Table 5.2.1. 38 boreholes
were totally drilled in these studies and geological profile was made referring to the results
as shown in Figure 5.2.1. The results show that weathered rock layer and marine sediment
is lying based on basalt rock layer with about 10m thickness.

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Table 5.2.1 Geological Survey in the Past

Report Name, Date Organization Outline

Techno-Economic Feasibility Study for Mumbai
MSRDC Borehole Survey, 14 points
Trans Harbour Link, August, 2004
Supplementary Geotechnical Investigations for Borehole Survey on the sea, 10 points
the proposed Mumbai Trans Harbour Link MMRDA Borehole Survey in Nhava end, 10 points
(Sewri to Nhava), Feb, 2013 Borehole Survey in Sewri end, 4 points
Source: JICA Study Team

Source: 2013 F/S

Figure 5.2.1 Geological Profile along MTHL, 2013 F/S

(4) Outline of the Survey

Borehole survey were planned in order to verify the past survey results and confirm the
geological condition at main bridge pier location. Locations of boreholes are shown in Table
5.2.2 and Figure 5.2.2.

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Table 5.2.2 Location of the Borehole Survey

Distance Borehole Depth

No. Borehole No. Coordinates Main Objective
(KM) per hole (m)
1 BH-1(2015) 10+500 E284389.00 N2101122.00 25.5 For verification of the
2 BH-2(2015) 8+000 E281555.00 N2100932.00 25.5 previous survey
3 BH-3(2015) 13+100 E286953.00 N2100893.00 25.5
At Bridge Pier near
4 BH-4(2015) 12+990 E286846.00 N2100932.00 26.2
Panvel Creek
5 BH-5(2015) 13+460 E287282.00 N2100749.00 22.2
For verification of the
6 BH-6(2015) 15+500 E288918.00 N2099540.00 22.2
previous survey
Total 147.1
Source: JICA Study Team

BH-3,4,5
Bridge Pier near Panvel Creek
Length =50m x 3 boreholes

BH-1
BH-2

BH-6

Source: JICA Study Team

Figure 5.2.2 Borehole Location

Laboratory tests were carried out to obtain the supplemental information of soil stratum.
The items and quantity are shown in Table 5.2.3.

Table 5.2.3 Laboratory Soil Tests

Test Item Unit Qty. Standards
Specific Gravity Sample 31 Indian Std, or BS1377
Natural Moisture Contents Sample 2 Indian Std, or BS1377
Particle Size Distribution Sample 47 Indian Std, or BS1377
Atterberg limits Sample 27 Indian Std, or BS1377
Unconfined Compression Sample 20 Indian Std, or BS1377
Consolidation Sample 2 Indian Std, or BS1377
Source: JICA Study Team

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5.2.2 Geological Survey Results

(1) Survey Results

1) Borehole Survey Results

Borehole survey results were summarized in the detailed borehole logs and attached at
the end of the report.

2) Soil Stratums

The layers which are confirmed in the borehole survey results are summarized with soil or
rock types, thickness and brief outline in Table 5.2.4. Weathered Basalt rock (Layer6) are
confirmed in all boreholes and the depth of surface of the layer is from 10m to 35m from
the sea bed. These are matched with the survey results in the past. The photo of
weathered Basalt and Basalt layer are shown in Figure 5.2.3.

Table 5.2.4 Soil Stratum

Segment No. Type Thickness Brief Description
Marin Layer1 Soft Clay 0~10m The layer lies under the surface of the seabed. SPT
Sediment N values are from 1 to 3. Very soft to soft
consistency, muddy in several places.
Weathered Layer2 Stiff Clay 0~7m Clay or silt with fine sand in several places. SPT N
Rock values are from 15 to 40. Medium to Stiff consistency.
Layer3 Dense Sand 0~7m Dense Sand with cobbles in several places. The layer
is confirmed in the section from KM13 to KM16. SPT
N values are over 50.
Layer4 Dense 0~5m Dense Gravel with silt or clay. The layer is confirmed
Gravel is confirmed at KM 13+260.SPT Nvalues are over 50.
Rock Layer5 Weathered 2~25m Highly or moderately weathered basalt rock. RQD
Basalt values are from 0 to 50. Fractured in several places.
Layer6 Basalt - Weathered basalt rock. RQD values are from 0 to 50.
Source: JICA Study Team

Source: JICA Study Team

Figure 5.2.3 Core Photo of Basalt Rock

3) Laboratory Test Results

Laboratory test results are attached in Appendices. The brief description of the results are
summarized in each layer and shown in Table 5.2.5.

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Table 5.2.5 Laboratory Test Results

Soil
Segment Type. Thickness Brief Description, Average of the results
class
3
Layer1 Soft Clay 0~10m CH Specific gravity : 2.57(g/cm )
Grain Size: Gravel 0%, Sand 0~10%, Silt 50~60%, Clay
40~50%
Atterberg Limit: LL 59%, PL 29%, IP 30%
Consolidation: CC 0.85, e0 1.70
Layer2 Stiff Clay 0~7m CH Specific gravity : 2.59(g/cm3)
Grain Size: Gravel 7%, Sand 10%, Silt 40%, Clay 39%
Atterberg Limit: LL 67%, PL 28%, IP 39%
3
Layer3 Dense 0~7m SM Specific gravity : 2.52(g/cm )
Sand Grain Size: Gravel 5%, Sand 80%, Silt 12%, Clay 8%
3
Layer4 Dense 0~5m GP Specific gravity : 2.52(g/cm )
Gravel Grain Size: Gravel 45%, Sand 35%, Silt 15%, Clay 5%
3
Layer5 Weathered 2~25m SP Specific gravity : 2.51(g/cm )
Basalt Grain Size: Gravel 13%, Sand 64%, Silt 13%, Clay 21%
Layer6 Basalt - - -
Source: JICA Study Team

The unconfined compression test for basalt rock was carried out with 20 test pieces.
Average density is 2.7g/cm3 and compression strength is from 5.5~112MPa, Ave.49 MPa
according to the results. Thus it can be determined that the basalt rock has enough strength
as the supporting layer for the pile foundation.

5.2.3 Geological Profile along MTHL

Geological profile along MTHL was made with reference to the survey results in the past and
this borehole survey results. It is shown in Figure 5.2.4.

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Source: JICA Study Team

Figure 5.2.4 Geological Profile along MTHL

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5.2.4 Evaluation on the Geological Condition

• Basalt rock or weathered Basalt rock layer is stable with high compression strength
(Ave. 40MPa) and can be considered as the bearing layer of the foundation.

• Weathered Basalt layer is confirmed at 10m~35m depth under the seabed.

• Soft clay layer is confirmed with the thickness of 0m to 7m under the seabed.
Therefore the appropriate measures are required to construct footings or caisson
foundations.

• Dense sand or gravel layer is confirmed in several places upper the Basalt layer.
Thus supplemental measures are required to construct the piles.

5.2.5 Seismic History

Earlier studies identified fault zone around the project area. Regarding the faults in the
Mumbai area, West Coast Fault is known to be seismically active (Nandy, 1995 and Dessai,
1995). The location of the fault is shown in Figure 5.2.5, and it locates outside of the bridge
section of MTHL. Meanwhile, it is not clear whether other faults are seismically active or not.
Historical earthquake were happened and recorded as shown in Figure 5.2.6, Table 5.2.6.
These records show that there have already been a few earthquakes with intensity VI+
damage during last 400 years. The circle of dot-line shows about 300km from Mumbai city in
Figure 5.2.6. It shows that there have been no earthquakes with magnitude more than 7 in
the 400 years in the circle. Additionally, Mumbai area belongs to Zone III in the ‘Criteria For
Earthquake Resistant Design of Structures (IS.1893-2002)’, which means the possibility of
the occurrence of an earthquake is moderate. Based on these matters, it can be determined
that the risk of the possibility and magnitude of the earthquake is moderate in this region.

Source: Geological Survey of India, 2000

Figure 5.2.5 Lineaments of the West Coast of India near Mumbai, Adapted from
Seism Tectonic Atlas of India

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Table 5.2.6 Major Historical Earthquakes

in Mumbai Region

Source: Seismic Hazard for Mumbai City, CURRENT

SCIENCE, 1494 VOL. 91, NO. 11, 10
DECEMBER 2006
Figure 5.2.6 Major Historical Earthquakes
in Mumbai Region

Source: A postulated earth quake damage scenario

For Mumbai, ISET Journal, 1999

5.3 Meteorological and Hydrological Survey

5.3.1 General

Mumbai lies on the western coast of Arabian Sea, and is classified a “Tropical wet and dry or
savanna climate” (by Köppen-Geiger classification: Aw). The climate of Aw have a
pronounced dry season, with the driest month having rainfall less than 60 mm and less than
1/25 of the total annual rainfall. The summer and the winter climate are controlled by the
south-west / north-east monsoons, and the autumn and spring seasons are practically
indistinguishable. Mumbai comes under the direct influence of the south-west monsoon from
June to September, it is usually very heavy, and 93% or more of the annual rainfall occurs
from June to September. November to March is the North East monsoon period. Although
occasional high wind speeds are experienced during the North East monsoons, rainfall is
negligible.

Rivers flowing into the Mumbai Bay are as shown in Table 5.3.1 and Figure 5.3.1. Although it
is ranked as the river of a relatively small basin in Indian rivers, there are basins of 1,358
hectares, only in the upper river basin of the MTHL. The rivers in the target region have

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steep slopes in the upper reaches, and traverse on the coastal plains of 0 to 150m for 50 to
100 kms before joining the Arabian Sea.

Table 5.3.1 Rivers Flowing Into the Mumbai Bay

No. of Remarks
River Tributary Drainage
No. Watershed ID 2 No. of Dams Barrages/Weirs (CWC Hydrometric
Name Name Area (km )
/Annicuts Observation Site)

Kasadi,
1 Panvel Kalundre, etc. B14BHT36 425.9 1 0

2 Thane Thane B14BHT37 932.3 2 0

3 Patalganga Patalganga B14BHT38 575.4 6 0
2
2 Sta. (Pali -310 km ,
4 Amba Amba B14BHT39 698.4 5 0 2
Nagathone -420km )
5 Amba Amba B14BHT40 727.3 6 0 1 Sta. (Pen -125 km2)
Total areas of 1+2 basins 1,358.1 3 0 Upstream of MTHL
Total areas of 1+2+3+4+5 basins 3,359.2 20 0 Inflow Area into M umbia Bay

Source: India-WRIS (Water Resources Information System of India, CWC)

Source: India-WRIS (Water Resources Information System of India, CWC

Figure 5.3.1 Rivers Flowing into the Mumbai Bay

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5.3.2 Data Collection Items for Meteorology and Hydrology

In order to predict the tidal flow and tide level, it is necessary to collect and correlate the
collectable data and conditions concerning the hydrology and hydraulics of the bay or related
inflow rivers surrounding of targeted areas.

Regarding data about meteorology and hydrology in Mumbai, the meteorological data are
operated by IMD, the ocean hydrological data (such as tide level, current, storm-surge and
bathymetric-feature) or port information/data are operated by MMB, MbPT, SOI, CWPRS.
And the river hydrological data (such as river water level, discharge and sediment-flow) are
operated by CWC.

The data collection items are shown in Table 5.3.2. The station location map for data
collection is shown in Figure 5.3.2.

Table 5.3.2 Data Collection Items

Survey Items Related Organization Remarks

Meteorological Survey

Information of Meteorological Stations, Temperature, Relative Humidity,

Mumbai- IMD of MES
Wind Speed&Directions, Evaporation, Sunshine Hours, Rainfall, etc.

Hydrological and Port infromation Survey

Data collection of related rivers

Information of Hydrological Stations, Annual Maximum Discharge,

Annual Maximum Water Level, Daily Discharge, etc. CWC of MWR, SOI of
MST
Catchment Basin Information, Morphology, etc.

Data collection of the Mumbai Bay

Tidal Condition (Chart datum, etc.), Astronmical Tide at Certain years,

Strom Surge Situations, etc. MMB, MbPT of the
Maharashtra State, SOI of
Nautical Chart for Port of Mumbai, Other Bathymetric Survey MST, CWPRS of MWS
Information, Grain Size distribution results of Bed Materials, etc.
Navigation Channel and Port information

Navigation Channel (Tidal creek) information / requirement

MMB, MbPT of the
List of Vessels(ships)
Maharashtra State
Facilities, Trade and Traffic volume (past/future) information of Port

Bibliographical Survey
Abbreviation: IMD (India Meteorological Department) of MES (Ministry of Earth Sciences),
CWC (Central Water Commission) of MWR (Ministry of Water Resources) ,
CWPRS (Central Water and Power Research Station) of MWR
MMB (Maharashtra Maritime Board), MbPT (Mumbai Port Trust) of Maharashtra State Government
SOI (Survey of India) of MST (Ministry of Science and Technology)
MSRDC (Maharashtra State Road Development Corporation ltd.)

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Source: JICA Study Team

Figure 5.3.2 Station Location Map for Data Collection

5.3.3 Meteorological Survey

(1) General Weather Conditions

1) Temperature

The mean daily maximum temperature ranges from 30°C to 34°C except during the winter
period when the minimum temperature may fall to about 17°C. Highest recorded
temperature was 40.6°C in March 2011 at Colaba station. The hotter months are March to
June and October to November, as shown in Figure 5.3.3.

Source: JICA Study Team, IMD

Figure 5.3.3 Mean Monthly Maximum and Minimum Temperature

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2) Humidity

Relative humidity is high in the morning and lower in the evening, and it ranges from 63%
to 93% being the highest in the south-west monsoon period. During the winter months
(November-January) relative humidity ranges from 47% to 82%.

Source: JICA Study Team, IMD

Figure 5.3.4 Mean Monthly Relative Humidity at 8:30 and 17:30

3) Wind Speed and Direction

The monthly maximum wind speed at 2005-2014 and the wind rose are shown in Table
5.3.3 and Figure 5.3.5. From this Figure, it is shown that annual wind direction is
dominated by northwest from the southwest. Historical maximum wind speed is recorded
28.9 m/s at Santacruz station of 2014 and 39.2 m/s at Colaba of 2014.

On the other hand, the design wind speed to be used for the bridge superstructure design,
have been defined as 44m/s for Mumbai area (Zone 5) by IS-875 (Indian Standard).
According to statistical analysis result in the literature, this basic wind speed (for design)
of IS-875 is a safety-side value, and it is predicted as a value over 50 year return period.
(See Table 5.3.4.)

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Table 5.3.3 Monthly Maximum Wind Speed (2005-2014)

Monthly Maximum Wind Speed (m/s) at Santacruz Station
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
2005 12.2 6.1 5.0 6.1 5.0 12.2 9.4 11.1 8.3 5.0 5.0 3.9
2006 4.4 4.7 6.1 7.2 5.6 6.1 8.9 6.1 6.1 4.4 3.9 3.9
2007 4.4 22.5 6.7 6.7 6.7 8.3 8.4 10.6 16.7 5.6 3.9 3.9
2008 16.7 9.4 22.8 19.5 19.4 9.4 7.2 8.3 19.5 4.4 16.4 3.3
2009 4.4 5.0 6.1 6.1 5.0 9.4 8.3 6.7 4.4 3.9 5.0 3.9
2010 6.1 7.2 6.1 5.0 8.3 8.3 7.2 8.4 6.1 11.1 6.7 5.0
2011 4.4 7.2 4.4 5.0 6.1 6.7 5.0 23.9 9.4 6.1 5.0 5.0
2012 6.1 6.1 6.1 6.1 6.1 7.8 6.7 6.7 8.3 5.0 3.9 4.4
2013 5.0 7.2 7.2 6.1 6.1 22.2 7.2 7.2 7.2 6.1 0.0 3.3
2014 5.0 5.0 5.0 5.0 6.1 28.9
Monthly Maximum Wind Speed (m/s) at Colaba Station
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
2005 3.9 4.4 3.9 3.9 3.3 5.0 9.4 6.7 7.2 3.3 3.9 3.3
2006 5.0 3.3 5.0 7.8 3.9 8.3 12.8 10.0 5.0 3.3 3.3 2.2
2007 3.3 2.8 7.8 3.9 3.3 11.1 5.0 8.3 7.8 2.8 2.2 2.8
2008 2.8 3.3 3.3 3.3 13.9 6.1 4.4 6.3 3.9 2.2 2.2 2.2
2009 3.3 2.8 2.8 3.3 3.3 3.3 33.6 22.5 11.1 4.4 4.4 11.1
2010 3.9 8.3 3.9 6.7 11.1 4.4 8.3 12.2 3.3 3.9 3.9 16.7
2011 5.6 3.9 12.2 29.4 3.3 3.9 23.3 5.0 11.1 5.0 2.8 2.8
2012 6.1 5.6 8.3 3.9 3.9 5.0 5.0 11.1 6.6 3.3 2.8 2.8
2013 2.8 2.8 5.6 3.9 3.3 0.0 5.0 6.1 19.4 3.3 3.3 3.3
2014 3.3 3.3 3.3 3.3 3.9 16.7 39.2 11.1 16.7 11.1 2.2 3.3

Source: JICA Study Team, IMD

Source: JICA Study Team, IMD

Figure 5.3.5 Wind Rose (Accumulative Wind Speed each Wind Direction),
2005-2014

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Table 5.3.4 Prediction of Design Wind Speeds with Gumbel using All Annual
Maximum Wind Speed Records

Basic Wind Revised basic Percentage

Wind Zone of Wiind Speed
Station ID Speed of IS:875 wind speed difference Remarks
IS:875 with T= 50 yrs
Vb(m/s) VbR (m/s) ID:875

Bombay/Colaba 3 44 33 28 -26%
Bombay/Santacruz 3 44 40 35 -8%
Note. In the calculation of the literature, it is used annual maximum values over the threshold.
Source: "Basic wind speed map of India with long-term hourly wind data", N. Lakshmanan (Structural
Engineering Research Centre), Current Science (India), Vol. 96, No. 7, Apr 2009.

(2) Rainfall

1) Annual Rainfall and Seasonal / Long-Term Fluctuation

Most of the annual rainfall occurs during South West monsoon from June to September.
Figure 5.3.6 shows the average monthly rainfall for the period 1990(1995)-2014 measured
at Colaba and Santacruz station, Mumbai. Also, the fluctuation of the annual rainfall is
shown in Figure 5.3.7. The followings can be inferred from these observed data or past
literature:

a) Average annual rainfall is 2181mm at Colaba and 2455mm at Santacruz.

b) Average monthly rainfall during South West monsoon is 500 mm or more.

c) Maximum rainfall normally occurs in the month of July, followed by August.

d) According to the literature, number of annual rainy days is 91 days, and average
number of days rainfall which exceeds 30mm is 20 days.

Source: JICA Study Team, IMD

Figure 5.3.6 Mean Monthly Rainfall

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Source: JICA Study Team, IMD

Figure 5.3.7 Fluctuation of Annual Rainfall

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Table 5.3.5 Monthly Rainfall at Santacruz and Colaba Stations

Monthly Rainfall Jan Feb Mar Apr May Jun July Aug Sep Oct Nov Dec Total
Santacruze 1990-2014
1990 0.0 2.8 2.9 0.0 133.4 740.5 339.0 888.0 564.8 95.1 Trace Trace 2,766.5
1991 0.0 0.0 0.0 0.4 0.6 905.8 1,045.7 285.4 58.7 Trace Trace 7.3 2,303.9
1992 0.0 0.0 0.0 0.0 Trace 129.8 603.6 863.2 339.6 38.9 0.0 0.0 1,975.1
1993 0.0 0.0 0.0 0.0 Trace 373.5 810.6 396.0 904.6 130.1 Trace 0.3 2,615.1
1994 17.8 Trace 0.0 2.0 5.8 553.1 953.6 504.9 386.5 79.7 0.5 0.0 2,503.9
1995 1.5 Trace Trace 0.0 Trace 82.2 661.5 419.4 527.5 61.2 Trace 0.0 1,753.3
1996 0.7 0.0 0.0 0.0 Trace 219.3 996.9 377.2 283.8 237.0 0.8 Trace 2,115.7
1997 1.7 0.0 0.0 0.0 0.0 515.2 504.1 743.3 324.3 0.0 61.1 21.8 2,171.5
1998 0.0 0.0 0.0 0.0 0.3 540.7 520.9 587.7 540.4 376.6 22.7 Trace 2,589.3
1999 Trace Trace 0.0 0.0 61.4 521.3 497.3 173.1 371.8 222.0 0.0 0.0 1,846.9
2000 0.0 0.0 0.0 0.0 387.8 364.8 1,229.8 496.1 79.0 58.0 0.0 5.9 2,621.4
2001 2.0 Trace 0.0 1.1 22.9 634.5 747.1 493.2 118.0 56.5 Trace 0.0 2,075.3
2002 0.0 0.0 0.2 0.0 1.0 455.9 102.8 669.0 116.9 Trace 0.7 0.2 1,346.7
2003 0.0 5.0 0.0 0.0 0.0 783.1 892.0 434.9 284.4 12.1 Trace 0.0 2,411.5
2004 Trace 0.0 0.0 0.0 69.7 253.6 818.6 938.2 155.9 21.9 0.5 0.0 2,258.4
2005 0.3 0.0 0.2 Trace 0.3 563.5 1,454.5 527.1 744.1 32.2 0.0 0.0 3,322.2
2006 0.0 0.0 13.1 0.0 45.0 481.1 1,061.4 951.5 336.3 238.6 4.2 0.0 3,131.2
2007 Trace 0.3 Trace 0.0 0.0 749.8 737.1 605.0 437.3 0.0 5.4 0.0 2,534.9
2008 0.0 Trace 0.0 0.0 1.0 800.5 950.2 627.0 327.9 17.3 0.1 Trace 2,724.0
2009 0.0 0.0 0.0 0.0 0.3 216.4 1,142.2 290.3 322.2 223.3 77.5 Trace 2,272.2
2010 0.0 Trace 0.0 0.7 0.0 712.1 1,250.4 1,036.5 328.9 64.0 47.2 0.0 3,439.8
2011 0.0 0.0 0.0 0.0 Trace 661.7 1,312.9 855.2 274.7 120.1 0.0 0.0 3,224.6
2012 0.0 0.0 0.0 0.0 0.0 298.5 627.9 377.1 563.9 198.5 0.0 0.0 2,065.9
2013 0.0 0.0 0.0 0.0 Trace 1,029.8 891.1 256.3 191.3 85.7 0.0 0.0 2,454.2
2014 Trace 0.0 0.0 0.0 0.0 87.3 1,468.5 458.0 285.8 23.4 5.8 1.5 2,330.3
25 yrs Average 1.1 0.4 0.7 0.2 38.4 507.0 864.8 570.1 354.7 104.0 11.9 1.9 2,455.3
0.0% 0.0% 0.0% 0.0% 1.6% 20.6% 35.2% 23.2% 14.4% 4.2% 0.5% 0.1% 100.0%

Colaba 1995-2014
1995 0.8 0.0 0.0 0.0 Trace 101.4 499.1 261.6 436.0 133.1 Trace 0.0 1,432.0
1996 3.2 0.0 0.0 0.0 0.0 272.2 1,009.3 456.1 429.5 94.3 2.1 0.0 2,266.7
1997 1.7 0.0 0.0 0.5 0.0 572.9 476.5 490.3 349.9 0.0 5.8 63.4 1,961.0
1998 0.0 0.0 0.0 0.0 Trace 510.3 613.7 755.6 292.2 415.4 6.8 Trace 2,594.0
1999 0.0 0.2 0.0 0.0 87.9 538.3 467.6 177.5 357.6 95.3 0.0 0.0 1,724.4
2000 0.0 0.0 0.0 Trace 188.3 352.0 1,130.1 635.3 122.1 6.5 0.0 10.8 2,445.1
2001 0.7 0.0 0.0 1.1 22.4 568.4 534.5 370.2 83.0 78.3 0.0 0.0 1,658.6
2002 0.0 0.0 14.8 0.0 1.9 436.8 103.5 604.9 130.6 0.7 0.0 0.4 1,293.6
2003 0.0 0.0 0.0 0.0 Trace 679.8 763.6 309.9 278.1 0.0 0.0 0.0 2,031.4
2004 Trace . 0.0 0.0 0.0 30.1 310.1 806.1 786.9 189.6 69.3 4.5 2,196.6
2005 0.8 Trace Trace Trace 0.0 560.0 645.0 398.1 593.3 20.4 0.0 Trace 2,217.6
2006 0.0 0.0 7.3 0.0 128.0 430.6 937.5 578.6 184.0 246.0 8.2 0.0 2,520.2
2007 Trace 4.2 0.0 0.0 0.7 803.3 524.8 687.4 420.5 0.0 2.4 0.0 2,443.3
2008 0.0 0.0 0.0 0.0 0.0 735.5 689.6 370.6 348.1 13.4 3.1 0.3 2,160.6
2009 0.0 0.0 Trace 0.0 2.3 265.9 771.3 204.5 519.8 158.3 120.2 Trace 2,042.3
2010 Trace Trace 0.0 0.3 0.0 947.4 1,099.0 849.8 272.9 122.4 55.7 0.0 3,347.5
2011 0.0 0.1 0.0 0.0 0.7 461.2 1,284.2 798.8 334.4 65.6 0.0 0.0 2,945.0
2012 0.0 0.0 0.0 0.0 0.0 177.1 393.0 520.2 340.0 127.5 0.0 0.0 1,557.8
2013 0.0 0.0 0.0 0.0 0.0 954.7 874.5 234.8 307.2 66.1 6.4 0.5 2,444.2
2014 0.9 7.8 0.0 0.0 0.0 55.0 1,356.9 432.4 291.7 46.2 4.2 30.0 2,225.1
20 yrs Average 0.5 0.7 1.2 0.1 25.4 472.6 724.2 497.1 343.9 94.0 15.0 6.5 2,181.2
0.0% 0.0% 0.1% 0.0% 1.2% 21.7% 33.2% 22.8% 15.8% 4.3% 0.7% 0.3% 100.0%

Note. "Trace" amount means a micro amount which cannot measure.

Source: JICA Study Team, IMD

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2) Exceedance Probability of Rainfall

The rainfall pattern analysis has been calculated by Indian Institute of Technology at 2012.
The exceedance probability rainfall during 1 hour and 24 hours are shown in Table 5.3.6.

At present, the roadside drainage in Mumbai is designed for rainfall intensity of 50 mm/hr,
at a return period of 2 years. However values of above Table are higher than 50mm/hr.
Also, as per rainfall on 26th July 2005, the maximum rainfall intensity per hour was
recorded 190.3 mm/hr.

Table 5.3.6 Rainfall for each Return Periods

Return Period Colaba (mm/hr) Santacruz (mm/hr)

(years) Remarks
1 hour 24 hour 1 hour 24 hour
(year) (%) (mm/hour) (mm/day) (mm/hour) (mm/day)
2 50% 53.1 177 55.2 204
3 33.3% 60.8 208 64.5 240
5 20% 69.4 242 74.9 280
10 10% 80.1 286 87.9 330
20 5% 90.5 327 100 378
50 2% 104 281 117 440
100 1% 114 421 129 486
200 0.5% 124 461 141 533
Source: “Study of Spatio – Temporal Variations of Rainfall Pattern in Mumbai City,
India”, Journal of Environmental Research and Development, Vol. 6 No.3,
Jan-March 2012

Source: “Study of Spatio – Temporal Variations of Rainfall Pattern in

Mumbai City, India”, Journal of Environmental Research and
Development, Vol. 6 No.3, Jan-March 2012

Figure 5.3.8 Probable Hourly Rainfall

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5.3.4 Hydrological Survey

(1) Characteristics of Rivers Flowing Into the Mumbai Bay

There are no gauging stations in rivers located in the upstream of MTHL. Therefore, the
hydrological data of the following 3 gauging stations is collected. (Although the storm water
of Pen and Nagothone stations flows into the Mumbai bay, Badlapur station is located in the
Ulhas River basin of outside the Mumbai bay basin.)

Table 5.3.7 and Figure 5.3.9 shows monthly mean discharge of past observed records at 3
gauging stations. It shows that many of discharge occurs from June to September, as same
as seasonal trend of the rainfall.

Table 5.3.7 Monthly Mean Discharge at Gauge Stations

Catchment Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual Mean
Station Name 2 3 3
Area (km ) Monthly Mean Discharge (m /s) Discharge (m /s)
Badlapur 785 6.0 7.3 6.3 7.4 10.3 61.2 339.1 326.5 143.5 42.2 11.0 7.9 1,754
Pen 125 0.0 0.0 0.0 0.0 0.0 4.1 31.8 37.9 18.5 4.2 0.5 0.0 222
Nagothane 420 0.0 0.0 0.0 0.0 0.0 37.5 148.7 153.2 84.5 28.2 0.2 0.0 872
3 2
Monthly Mean Discharge per Catchment Area (m /s/km )
Badlapur 0.0077 0.0093 0.0081 0.0094 0.0131 0.0780 0.4320 0.4160 0.1828 0.0537 0.0140 0.0101 2.2342
Pen 0.0000 0.0000 0.0000 0.0000 0.0000 0.0326 0.2542 0.3030 0.1482 0.0335 0.0037 0.0002 1.7753
Nagothane 0.0000 0.0000 0.0000 0.0000 0.0000 0.0892 0.3541 0.3648 0.2011 0.0671 0.0005 0.0000 2.0768

Source: JICA Study Team, CWC

Source: JICA Study Team, CWC

Figure 5.3.9 Monthly Mean Discharge at Gauge Stations

The maximum discharges of each return period at upstream basin of the MTHL, are
calculated from past annual maximum discharge data of 3 stations, as shown in Table 5.3.8.
The discharge which flows into the Mumbai bay has not influenced dominantly to the tidal
movement in the bay. Howbeit, for example, maximum discharge of 100 year return period
is estimated as 7340 m3/s.

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Table 5.3.8 Maximum Discharge each Return Period at Gaugin stations

Station Name Badlapur Pen Nagothane
2
Catchment Area (km ) 785 125 420 Remarks
Data No. 32 16 16
1981 1557
1982 1785
1983 2600
1984 1631
1985 1517
1986 3427
1987 1503
1988 4440
1989 1603
1990 2707
1991 1989
1992 2667
1993 1500
1994 3542
1995 1500
Records of Annual 1996 2372
3
Maximum Discharge (m /s) 1997 3075 366 1727
1998 1978 285 750
1999 1240 344 1100
2000 2450 212 508
2001 1103 223 370
2002 3635 242 687
2003 2645 89 640
2004 3615 281 574
2005 4483 732 1290
2006 2856 204 910
2007 1575 118 1021
2008 2209 222 1588
2009 2597 87 1063
2010 1708 229 853
2011 1956 263 768
2012 1701 147 1008
Mean Value (mm/day) 2348.9 252.8 928.5
Std. Deviation σn-1 907.399 151.202 372.830
1.1 -1.132 1,322 82 506
2 -0.164 2,200 228 867
5 0.719 3,002 362 1,197
Annual 10 1.305 3,533 450 1,415
Maximum
20 1.866 4,042 535 1,624
Discharge KT
each Return 25 2.044 4,204 562 1,690
3
Period (m /s) 50 2.592 4,701 645 1,895
100 3.137 5,195 727 2,098
200 3.679 5,687 809 2,300
500 4.395 6,337 917 2,567
2 Average Inflow to MTHL location of
Catchment Area of Upstream of MTHL 1,358 km
Mumbai Bay.
1.1 (1.6838) 0.6528 1.2059 0.9293 * 1358 km2 = 1262m3/s
2 (2.8024) 1.8233 2.0649 1.9441 * 1358 km2 = 2640m3/s
5 (3.8239) 2.8923 2.8493 2.8708 * 1358 km2 = 3899m3/s
10 (4.5003) 3.6000 3.3687 3.4844 * 1358 km2 = 4732m3/s
Annual Maximum Unit
20 (5.1490) 4.2789 3.8670 4.0729 * 1358 km2 = 5532m3/s
Discharge each Return
3 2 25 (5.3548) 4.4943 4.0250 4.2596 * 1358 km2 = 5785m3/s
Period (m /sec/km )
50 (5.9888) 5.1577 4.5118 4.8348 * 1358 km2 = 6566m3/s
100 (6.6180) 5.8162 4.9951 5.4056 * 1358 km2 = 7342m3/s
200 (7.2450) 6.4723 5.4766 5.9744 * 1358 km2 = 8114m3/s
500 (8.0722) 7.3379 6.1118 6.7249 * 1358 km2 = 9133m3/s
Note. The probable discharge per drainage area is estimated by average value between Pen and Nagothane stations.

Source: JICA Study Team, by analysing from CWC hydrological data

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(2) Tidal Level and Current etc. around the Mumbai Bay

1) Each Statistical Tide Level

The dominant tide in the Mumbai Harbour is the semidiurnal tide with a period of 12 hours
and 40 minutes. The tidal chart diagram of the Mumbai port is shown in Table 5.3.9.
(Ground elevation of land survey of Mumbai region is normally indicated as zero from the
MSL of Mumbai Port, by the regulation of Indian survey datum of SOI.) From tidal chart
diagram, fluctuations of average spring and neap tides are observed as 3.66m and 1.44m.
Also, the difference between recorded highest high tide and lowest low tide is 5.85m, the
recorded highest high tide including storm surge of cyclone etc. is 5.39m above CDL.

Based on the results of the previous F/S, the design Highest High Tide Level will be taken
as +5.60m, above C.D. by the advice of CWPRS.

Table 5.3.9 Each Statistical Tide Level of Mumbai Port

Above(+) or Below(-) from Above(+) or Below(-) from MSL
Tide
Chart Datum of Indian Survey Datum
Design Highest High Tide Level (HHTL) + 5.60 m + 3.09 m
Highest High Water recorded + 5.39 m + 2.88 m
Mean High Water Spring Tides. (MHWS) + 4.42 m + 1.91 m
Mean High Water Neap Tides. (MHWN) + 3.30 m + 0.79 m
Highest Low Water. + 2.74 m + 0.23 m
Mean Sea Level. (MSL) + 2.51 m + 0.00 m
Lowest High Water. + 2.48 m - 0.03 m
Mean Low Water Neap Tides. (MLWN) + 1.86 m - 0.65 m
Mean Low Water Spring Tides. (MLWS) + 0.76 m - 1.75 m
Chart Datum Level (CDL) + 0.00 m - 2.51 m
Lowest Low Water recorded. - 0.46 m - 2.97 m
Source: JICA Study Team, MbPT

2) Cyclones

Cyclones may occur in the period of May/June or October/November. The last severe
cyclone off the coast of Mumbai was experienced in June 1996. Prior to this the earlier
cyclone occurred in 1992 and 1982.

3) Tidal Currents

The tidal currents in the Mumbai Bay are essentially caused by the tides and are not
influenced to any extent by monsoons etc. The tidal flow is unsteady and the magnitude
and direction of the tidal current varies with respect to location, time and depth. According
to the past observation results of tidal current which were carried out during June 2004,
maximum velocity is observed as 0.77m/s on location along the proposed MTHL. Also, on
the nautical chart, maximum velocity is described as 3knot (1.54m/s) / 2knot (1.03m/s) at

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the time of flood-tide / ebb-tide. In addition, it was reported that the combination of ebb
tide and heavy discharge from creeks during wet weather, at times, resulted in currents of
up to 4 knots (2.06m/s).

4) Waves

The predominant waves are the swell waves generated by deep sea storms.

The predominant direction of wave is from South West during June to September. These
waves arise mainly just before and during monsoons with wave heights reaching a
maximum of 1.5 m under normal conditions and wave period ranging from 6 to 10
seconds, although the wave heights can be much higher during cyclonic storms. (The
study on development of the port of Mumbai in India, Final report, 1998, JICA)

During the continuance of the North-East monsoon, North-Easterly winds known as

"Elephantas" blow for short durations during the months of October-November. As the
fetch-length and duration of these winds are limited, the "Significant height" of the
resulting waves is not likely to exceed 1 metre with period ranging from 3 to 5 seconds.

5) Siltation

It is a well-known fact that Mumbai Bay is prone to siltation. Although the rate of siltation is
not alarming, it is quite substantial and cannot be ignored. The problem of siltation is
mainly due to tidal action which creates the movement of large water mass to fill and
empty the creeks, resulting in the influx of silt. In addition to the tidal activity, other factors
such as strength and direction of currents, river discharges, wave action, flow conditions,
salinity changes and nature of bed contribute to the amount of siltation in the harbour.
Current pattern plays all important roles in transporting sediments and redistributing the
bed material within the harbour. The bed material, being very fine in nature, is easily
brought to suspension by the slightest disturbance and is transported depending on the
direction and speed of current. And, the moment currents become weak, the material in
suspension begin to settle rapidly.

A number of siltation studies have been carried out in the past by various organisations.
According to the mathematical model studies for siltation of CWPRS (technical report
No.4030), the siltation in the vicinity of MTHL had been forecasted to reach the followings:

• Pir Pau Channel, Turning Circle, Berth (New) .... 0.67m

• Pir Pau Berth (Old) .... 2.00m

• Pir Pau Channel and Turning Circle (Old) .... 0.70m, 1.30m

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(3) Estimation of Storm Surge and Astronomical Tide

1) Astronomical Tide

Harmonic analysis of astronomical tide had been performed by SOI. The harmonic
constants of 60 tidal components at Mumbai station (Apollo Bandar) by SOI are shown in
Figure 5.3.10. The astronomical tide at future year of 2017-2021 is calculated and
predicted, by using 40 constants among these constants. These results are useful for the
work plan by ship for MTHL construction.

2) Storm Surge

Storm surge heights depend on the intensity of the cyclone and consequent very strong
winds and the topography of seabed near the point where a cyclone crosses the coast.
Elevation of the total sea level increases when peak surge occurs at the time of
astronomical high tide. The coastal belt around the Mumbai Bay is also vulnerable to
significant surges. However, past studies or the informative references concerning the
prediction of storm surge for the Mumbai bay area are few. Therefore, in the detailed
design stage of MTHL, the prediction of storm surge shall be studied, together with the
potential of Tsunami generation.

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Source: JICA Study Team, MMB (SOI)

Figure 5.3.10 Harmonic Constants and Astronomical Tide Forecast at 2017-2021

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5.3.5 Hydraulic Effect due to the Construction of MTHL

Regarding the hydraulic impact to the construction of MTHL, the CWPRS has studied the
approved alignment finalized by the experts and the span arrangement proposed in
Feasibility Study of 2012. (CWPRS Technical report No. 5165, 2014)

The CWPRS have given the observations that "The proposed alignment will not have
adverse impact on overall tidal hydrodynamics of the region under consideration". In other
words, it is concluded that existing condition for tides and tidal-currents will not have mostly
changes, and shows that it does not given any hydraulic impacts under conditions of the
MTHL alignment and the span arrangement at the time of 2012 F/S.

5.4 Utility, Facility and Navigation Survey

5.4.1 General

The utility and navigational survey is conducted in order to clarify the spec (location, size,
kind, owner, etc.) of the utilities, obstacles and navigation channels (under-ground utilities,
aerial line, power pole, hazardous objects, marine structures, etc.) for preparing a plan of
MTHL.

5.4.2 Survey Items for Utility, Facility and Navigation

The survey for the utility, obstacles, and navigation, is conducted to following organizations,
as shown in Table 5.4.1. In the survey, their category, utility owner, location, kind, size, and
construction year etc. will be clarified. Also, as the need arises, the comment to the
alignment of proposed MTHL from these organizations is collected, and the as-built drawing,
the present-state survey and the future plan, etc. are collected.

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Table 5.4.1 Survey Items for Utility, Facility and Navigation

Organization
Section Length Main Utilities and Obstacles Remarks
(UtilityOwner)
1 Mumbai Side 0.49 km Power Cable/Pole IOCL, BPCL, BMC,
(Sewri) Land Under-ground Utilities HPCL, and Others
Section Existing Road
Existing Railway
Others
2 Marine (Mumbai 18.33 km Tata Intake/Discharge Channel MbPT, ONGC,
Bay) section Tata Coal Berth Channel BPCL Refinery,
Oil, Product, Freshwater Reliance, TATA
Pipelines power, and Others
Power, Telephone Cables
Pir Pau Jetty
Thane Creek (Navigation
Channel)
ONGC&BPCL&Reliance
Pipelines
Panvel Creek (Navigation
Channel)
Others
3 Navi Mumbai 3.39 km Power Cable/Pole MJP, Deepak
side (Chirle) Under-ground Utilities Fertilizer, CIDCO,
Land section Existing Road GAIL India Limited,
Proposed Road and Others
Existing Railway
Others
Source: JICA Study Team

5.4.3 Utilities

The location and size, etc. of the seabed pipelines (ONGC, Reliance, etc.) in marine portion
are shown in Table 5.4.2 and Figure 5.4.1. Regarding utilities on the land portion, there are
also many utilities on roads as listed in Table 5.4.4. And details of their utilities are shown in
Appendix (subcontract report) and drawings.

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Source: JICA Study Team

Figure 5.4.1 Location Map of Seabed Pipelines and Cables

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Table 5.4.2 Utility List at Marine Portion

No. Chainage Utility Name Size (inch) Purpose Remarks

1 4 + 960.0 TATA/BPCL Power Cable - Power
2 5 + 270.0 ONGC Seabed Pipeline 36" * 2 Oil
3 5 + 400.0 MbPT Seabed Pipeline 8" Fresh water
4 5 + 400.0 MbPT Seabed Pipeline 30" White oil
5 5 + 400.0 MbPT Seabed Pipeline 30" White oil
6 5 + 400.0 MbPT Seabed Pipeline 30" White oil
7 5 + 400.0 MbPT Seabed Pipeline 36" Black oil
8 5 + 400.0 MbPT Seabed Pipeline 42" Crude oil
9 5 + 480.0 MbPT Seabed Pipeline 8" Fresh water
10 5 + 500.0 MbPT Seabed Pipeline 12" White oil
11 5 + 510.0 MbPT Seabed Pipeline 16" Naptha
12 5 + 530.0 MbPT Seabed Pipeline 16" HSD
13 5 + 545.0 MbPT Seabed Pipeline 24" Black oil
14 5 + 560.0 MbPT Seabed Pipeline 24" Crude oil
15 5 + 575.0 MbPT Seabed Pipeline 24" Crude oil
16 12 + 20.0 ONGC Seabed Pipeline 8" LPG
17 12 + 20.0 ONGC Seabed Pipeline 8" NGL
18 12 + 20.0 ONGC Seabed Pipeline 18" Gas
19 12 + 20.0 ONGC Seabed Pipeline 36" Oil
20 12 + 200.0 ONGC Seabed Pipeline 36" Oil
21 12 + 300.0 ONGC Seabed Pipeline 20" Gas
22 12 + 350.0 BPCL Seabed Pipeline 10" LPG
23 14 + 100.0 Reliance Seabed Pipeline 12" Petroleum This does not cross.
Source: JICA Study Team

5.4.4 Utilities and Clearances

(1) Clearances of General Marine Viaduct Section

At the general viaduct on marine section, the horizontal clearance is kept minimum 50m
and the vertical clearance is kept minimum 9.1m above HHTL. The HHTL is above 5.8m of
Chart Datum (0.0).

(2) Crossing Utilities in Marine Portion

There are some crossing utilities on the bridge alignment in marine section. The kind and
the required horizontal clearance of them were investigated and its result is shown in Table
5.4.3.

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Table 5.4.3 Crossing Utilities and Clearances in Marine Portion

Vertical
Utility Chainage Horizontal Clearance Source
Clearance
Tata Thermal Power 3+560 1x94m 25.2m Agreed in Detailed
Station, Intake and (above HHTL) Feasibility Study, 2012.
Discharge Channel
Tata Thermal Power 4+830 2x94m 25.2m Ditto
Station, Coal Berth (above HHTL)
Channel
Tata Power Cable 4+960 Comfortable separation - Ditto
(1 cable) distance is more than 25m
ONGC Pipeline 5+270 (minimum distance is 15m) Ditto
(2 pipelines)
Tata/MbPT Pipeline 5+400 Ditto
(13 pipelines) ~5+575
Pir Pau Jetty Head 5+800 - 6.0m Confirmed in Detailed
(above jetty Feasibility Study, 2012.
surface)
Thane Creek 8+900 2x94m 25.2m Letter from MMB on
(above HHTL) 31/8/201232.
ONGC Pipeline 12+20 Comfortable separation - Minutes of Meeting with
(6 pipelines) 12+200 distance is more than 25m ONGC and CES on
12+300 (minimum distance is 15m) 2/5/201233.
BPCL Pipeline 12+350 Agreed in Detailed
(1 pipeline) Feasibility Study, 2012.
Panvel Creek 13+290 2x100m 25.2m Letter from MMB on
(above HHTL) 31/8/2012.
Source: JICA Study Team

(3) Crossing Utilities in Land Section

There are some crossing roads and railway on the bridge alignment in land section. The
clearances of the crossing roads are shown in Table 5.4.4.

32
Letter No. MMB/ENG/MTHL/1942, 31st, August, 2012
33
Minutes of Meeting, ONGC and CES, 2nd, May, 2012

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Table 5.4.4 Clearances of Crossing Road

Crossing Road Chainage Vertical Clearance Source
Eastern Freeway and B Ramp 0+000 5.5m above road surface IRC SP 87-2013
Jetty Road 0+480
Nhava Road 16+820
Proposed CIDCO Coastal Road 17+300
Proposed CIDCO Road 18+050
Gavhan Road to School 18+170
Proposed CIDCO Road 18+300
Proposed CIDCO Road 18+540
Proposed CIDCO Road 18+880
Existing Road 20+170
NH 54 (Road) 20+970
JNPT Road (NH4B) 21+650
Source: JICA Study Team

The clearances of the crossing railways are shown in Table 5.4.5.

Table 5.4.5 Clearance of Crossing Railway

Horizontal Vertical
Crossing Railway Chainage Source
Clearance Clearance
Railway 0+000 Refer to 8.5m above rail Drawing No. MMRDA-
(Sewri station - Cotton drawings of track 102/SEWRI-WORLI-
Green station) the source MTHL/SEWRI-ROB/RLY/
Suburban Railways 18+500 6.5m above rail Drawing No. 2180581/ I/ ROB-
34
(Seawood – Uran) track 01 , MMRDA
Railway 21+200 8.5m above rail Drawing No. 2180581/ I/ ROB-
35
(DFCC Corridor, Panvel to track 01 , MMRDA
Uran, JNPT railway) 21+350
Source: JICA Study Team

The clearance limit of railways is shown in the following Figure.

34
Construction of ROB on Nerul – Uran Line at between KM 44 – 45 at Railway Construction Department CH
8+400, Drawing No. 2180581/ I/ ROB - 01
35
Construction of ROB on MTHL (CH. 21+333) across Panvel – Uran/ JNPT RLY. Line between KM. 83/23 –
83/27, Drawing No. 2180581/I/ROB - 01

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Railway (Sewri - Cotton Green, Suburban Railway

DFCC corridor, Panvel-Uran,
JNPT Railway)
Source: JICA Study Team

Figure 5.4.2 Vertical Clearance of Railways

5.4.5 Other Information related to the MTHL Project

(1) Port Facility, Port Limit and Navigation Channel

The port facility and the channel for navigation etc. in the vicinity of the MTHL are listed in
Table 5.4.6. Among of listed facilities, the facilities and channels which is crossed the
MTHL are 8 facilities. The port limit between MbPT and JNPT is located at CH.10+580, as
shown in Figure 5.4.3.

Table 5.4.6 Port Facilities and Channels in the Vicinity of MTHL

No. Chainage Port Facility Name Size, Type Remarks

1 0 + 500.0 Sewri Ford Jetty
Crossing 2 3 + 550.0 TATA Discharge Channel 94m width * 1 channel
3 4 + 870.0 TATA Coal Berth Jetty
Crossing 4 4 + 870.0 TATA Coal Berth Channel 94m width * 2 channels
Crossing 5 5 + 300.0 TATA Coal Conveyor 5m width * 1 future plan
6 5 + 790.0 BSR/TATA Jetty
Crossing 7 5 + 790.0 TATA Cooling Water Channel 94m width *1 channel
Crossing 8 6 + 30.0 Pir Pau Jetty
9 6 + 150.0 Stanvac Jetty
Navigation Channel for Thane Creek
Crossing 11 8 + 900.0 94m width * 2 channels
(Trombay Channel)
Crossing 12 13 + 320.0 Navigation Channel for Panvel Creek 94m width * 2 channels
Source: JICA Study Team

(2) Vessel Operating Route at the Existing Channel

Figure 5.4.3 shows the navigational channel map (CAD) collected from MbPT.

As the present dredging condition of existing navigation channel, it is dredged once a year
after monsoonal season, for maintaining the fairway depth on the nautical chart.

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Source: MbPT

Figure 5.4.3 Navigation Channel around MTHL Alignment

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6. PRELIMINARY DESIGN

6.1 Introduction
The preliminary design of MTHL deal with in this chapter comprises various engineering
aspects.

The purpose of this preliminary design are 1) to calculate appropriate project quantities and
project costs in order to formulate Japanese Yen loan scheme and 2) to carry out basic study
in order to prepare the bid document in Design Built scheme.

This project comes after various studies spanning around 40 years, and as such, the
previous study results are reflected. However, improvements have been proposed where
appropriate.

A notable proposed improvement point is the bridge form in the sections where long spans
are required, such as creeks, jetties and pipelines. In these sections, steel box girders with
steel slabs have been proposed in order to shorten the construction period, improvement of
the quality and the site safety during construction and technology transfer although the PC
box girder was applied in previous study. Countermeasures for salt damage to steel bridges
are described in chapter 6.5.4.

Design standards for road and bridge design (given in chapter 6.2 and 6.3) are mainly based
on IRC latest codes and previous study results.

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6.2 Design Standard for Road Design

6.2.1 Design Standard

(1) Design Standard for Road Design

Road design standards to be applied in this study are given in the following table. Of these,
IRC SP 87-2013 and IRC 73-1980 are given precedence

Although IRC SP 87-2013 is mainly applied to widening of highways to 4-6 lanes through
Public Private Partnerships (PPP), it can be applied to non-PPP projects as well. Some
values specified in the geometric design standards in IRC SP87-2013 are based on IRC 73-
1980.

Table 6.2.1 Geometric Design Standards in India

Title of Publication Code No.
Manual of Specifications & Standards for Six Laning of Highways through
IRC SP 87-2013
Public Private Partnership
Manual of Specifications & Standards for Four Laning of Highways through
IRC SP 87-2013
Public Private Partnership
Two-laning of Highways through Public Private Partnership
IRC SP 73-2007
Manual of Specifications & Standards
Geometric Design Standards for RURAL (NON-URBAN) HIGHWAYS IRC 73-1980
Geometric Design Standards for URBAN ROADS IN PLAINS IRC 86-1983
Recommendations About the Alignment Survey and Geometric Design of Hill
IRC 52-1981
Roads
Source: JICA Study Team

[About SP: 99-2013]

Applicable geometric design standards are SP: 87-2013 and SP: 99-2013. For the road
design, SP: 87-2013 was adopted in consideration of the following:

• Legally, the Project Highway is not classified as Expressway, National Highway and
State Highway.

• In Final FS 2012, the design complied with SP: 87-2010, or the one before the
revision to SP: 87-2013.

• Because the construction is managed by the Mumbai Metropolitan Region

Development Authority (MMRDA), SP: 99-2013, which is inappropriate for urban
areas, is not appropriate.

• The SP-99-2013 is mainly for earth work (Green Field).

• The intention of MMRDA: Highway standard has been used as the road design
standard, so SP: 87-2013, which is a highway standard, shall be the one to follow for

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the design.

(2) Design Standard for Environmental Crearance

The road design should be designed design standard for road design, EIA notification and
CRZ notification. The EIA notification and CRZ notification is shown in 12.3.

6.2.2 Composition of Cross Section

The following policies are applied for the width of the road, road shoulder, and emergency
platform.

(1) Width of Carriageway

Under IRC: SP-87-2013, the width of carriageway is 3.5 meters when the design speed is
100km/h. For reference, if the large vehicle ratio is low, the width of a lane is 3.5 meters
under the proposed standards on the geometry design of Japan standard. The same width
applies to Asian highways as well. According to the traffic demand forecast, the large
vehicle ratio will be up to as low as 9.4% (2022), allowing judgment that the lane width at
3.5 meters will ensure sufficient safety and road functions.

Table 6.2.2 Forecast of Large Vehicle Ratio at MTHL

2022 9.4%
2032 6.1%
2042 5.6%
Source: JICA Study Team

(2) Widhth of Shoulder

1) Result of Previous Studies

Under Final FS 2012 Report, it was adupted left side shoulder width is 0.5m and right side
shoulder is 0.25m. However, when it compers with the international standard, design speed
shall be restricted less than 80kph in consideration of safety.

Source: JICA Study Team

Figure 6.2.1 Tipical Cross Section (Final FS 2012)

2) Function of Shoulder

Shown berow the main function of shoulder.

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Passage function of the vehicles:

Keep some lateral clearace to secure safety and comfortability for the vehicles.

Stopping function of the vehicles:

Prevent the confunsion of a driver from traffic accident since the accident vehicle can be
separated form carriageway.

Table 6.2.3 Function of Shoulder

Shoulder Width Function
2.4m － 3.6m All vehicle can park temporary
Some lateral clearance can be secured for
1.25m － 1.8m
passing vehicles. Sedan can park temporaray.
Minimum lateral clearance can be secured for
0.5m －0.75m
passing vehicle. No temporary parking space.
Source: Japan Stantard

The shoulder width shall be desided to compar the international shoulders.

(3) Tipical Cross Section

To plan the tipical cross sections based on Indian Standard and Japanese Standard for
each design speed. After planning, to seleIct the tipical Cross Section from the each design
speed.

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Table 6.2.4 Ideal Cross Section by Design Speed

Design
Indian Standard Japanese Standard Reference (AASHTO)
Speed

120
Construction Cost Construction Cost
14,900crore INR(1.30) 14,100crore INR(1.23)
(3,400 crore INR UP) (2,700 crore INR UP)
Highway Standard (IRC SP 87
2013) is specified with design
dpeed 100kph.
However, when it compares
100 with the international standard,
design speed shall be Construction Cost Construction Cost
restricted with less than 80kph 13,500crore INR(1.18) 13,600crore INR(1.19)
(60kph) in consideration of (2,100 crore INR UP) (2,200 crore INR UP)
safety.

80
Construction Cost Construction Cost
12,200crore INR(1.07) 13,200crore INR(1.15)
(800 crore INR UP) (1,800 crore INR UP)
Highway Standard (IRC SP 87 2013

60

Construction Cost
11,400crore INR(1.00)
Source: Japan Study Team

To select the tipical crooss section of each design speed.

1. Tipical cross section of 120kph: This design speed was not studied by Final FS 2012,
therefore do not plan the case of 120kph in this study.

2. Tipical cross section of 100kph, 80kph: Highway Standard (IRC SP 87 2013) is

specified with design dpeed 100kph. However, when it compares with the international
standard, this design speed shall be restricted with less than 80kph (60kph) in
consideration of safety. Therefore, to select from Japan standard

3. Tipical cross section of 60kph: To select from Indian standard

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1st recommendation

Desigin Speed is 100kph

Operative speed (speed limit): 100kph

2nd recommendation

Desigin Speed is 100kph

Operative speed (speed limit): 80kph

3rd recommendation

Desigin Speed is 100kph

Operative speed (speed limit): 80kph

Source: Japan Study Team

Figure 6.2.2 Comparison Tipical Cross Section

Shown below Figure 6.2.5, the final tipical cross section. It was determinined the meeting
with MMRDA.

2.50m
0.75m

Source: Japan Study Team

Figure 6.2.3 Comparison Tipical Cross Section

6.2.3 Road Classification and Design Speed

The MTHL is classified plain and rolling, the design speed of main alignment is 100kph.
However, at the east side, over Shivaji Nagar IC, is mountainous and steep. Therefore, over
Shivaji Nagar IC to Chirle IC section is 60kph.

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Table 6.2.5 Design Speed

Unit: Kph
Design Speed
Nature Terrain
Ruling Minimum
Plain and Rolling 100 80
Mountainous and Steep 60 40
Source: IRP SP 87-2013

6.2.4 Geometric Design Standard

Geometric design standards applied to preliminary design of MTHL are as follows. These
values mainly follow IRC code. However, some values are based on previous designs from
2012 which were approved by the MMRDA in the meeting on 20 April 2015.

(1) Main Alignment

Geometric design standards for main alignment are given below. As reference, the values
of Japanese standard and AASHTO are also described in table below.

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Table 6.2.6 Geometric Design Standard of Main Alignment

Values IRC
Japan
Items Unit to be SP-87- AASHTO
73-1980 Standard
applied 2013
Main Road Alignment (Ch 0+495 – 21+723)
Width of each carriageway m 3.50 3.50 3.50 3.50 3.6
Left Side m 2.50 - 0.50 2.50 3.0
Shoulder Width
Right Side m 0.75 - 0.50 0.75 1.2
Earth work section m 3.0-5.0 3.0-5.0 3.0-5.0 3.0
Central median
width 1.50
Bridge/Viaduct m 1.50 - 3.0
(1.20)
Taper transition from single lane to multi-lane 1:15- 1:15- 1/15
rate -
1:20 1:20
Cross fall % 2.5 2.0 – 2.5 2.5 2.0 1.5-2.0
Design speed for main line km/
100
h
Minimum Horizontal Radius Curve (Ruling) m 400 360 400 460 328
Minimum Horizontal Curve Length m 170 - - 170
Minimum Horizontal Radius(Ruling)Without
m 2,600 2,600 2,600 5,000 3,720
Super elevation
Maximum Super-elevation (rotation about
% 5% 7% 5% 10% 12%
median edge)
Minimum Transition Length R = 400m m 115 115 115
R = 600m m 80 80 80
R = 1,000m m 50 50 50
R = 1,800m m 30 30 30
85 56
R = 2,500m m not not not
R = 4,200m m required required required
not not not
required required required
Minimum Radius (No use transaction Curve) m 2,000 2,000 2,000 3,000 2,770
Super elevation rubbed rate 1/150 - - 1/150 1/227
Sight Distance Safe Stopping m 180 180 180 160 185
Overtaking m 640 640 640 500 320
Minimum vertical gradient % 0.5 0.5 0.5 -
Maximum vertical gradient 2.5
(Ruling)
% 2.5 3.3 3.0 3.0
3.3
(Limiting)
Minimum length of vertical curve m 60m 60m 60m 85m
Minimum Radius of vertical curve, Top m 6,500 - - 6,500
, Bottom m 3,000 - - 3,000
10.0 - - 10.0
Source: JICA Study Team

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(2) Interchange Alignment

Geometric design standards for Interchanges are given below.

IRC 73-1980 is applied to interchange ramps since IRC SP 87-2013 does not contain
applicable provisions. For items not covered therein, design guidelines and Japanese
Highway Standards shall be used.

The vicinity of interchange is the section where the running speed changes. There is no
Indian standard for this section. Below tables shows the geometric design of interchange
ramps and main alignment near the interchanges respectively.

Table 6.2.7 Geometric Design Standard of Interchange Ramps

Values to IRC Japan

Items Unit AASHTO
be applied 73-1980 Standard
Width of each carriageway m 3.50 3.50 3.50 3.6
Sewri m 0.25* 0.5* 0.75 3.0
Shoulder Width Shivaji/Nagar,SH54,
m 0.50 0.5* 0.75 1.2
Chilre
Design Speed kph 40
Minimum Horizontal Radius m 60 60 50 36
Minimum Horizontal Curve Length - - 70 45
Minimum Horizontal Radius(Ruling)Without
m 420 420 600 804
Super elevation
Cross fall % 2.5 2.0 – 2.5 2.0 1.5-2.0
Maximum super elevation % 7.0 7.0 10.0 10
Minimum Transition Length R = 45m m 45 45
R = 60m 60 60
R = 90m 90 90
R = 100m 100 100
R = 150m 150 150 35 22
R = 170m 170 170
R = 200m 200 200
R = 240m 240 240
R = 300m 300 300
Minimum Radius (No use transaction Curve) m 500 500 500 594
Super elevation rubbed rate 1/100 - 1/100 1/143
Sight Distance Safe Stopping m 45 45 40
Overtaking m 90 90 150 65
Minimum vertical gradient % 0.5 0.5 - 160
Maximum vertical gradient % 3.3 3.3 6.0 5.0
Minimum length of vertical curve m 30 30 35
Minimum Radius of vertical curve, Top m 450 - 450
, Bottom m 450 - 450
* Confirmed to MMRDA in the meeting on 20th May 2015. The shoulder width was classified as follows.
- 0.25m width: Sewri is the bridges section or restricted land area.
- 0.50m width: Shivaji Nagar, SH54 and Chirle are earth work section and not restricted land area.
Source: JICA Study Team

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Table 6.2.8 Geometric Design Standard in the Vicinity Interchange

(Main Alignment)
Item Unit Japanese Standard
Design Speed kph 100 80 60
Minimum
m 1,500 1,100 500
Horizontal Radius
Maximum Vertical
% 2.0 3.0 4.5
Grade
Minimum Radius
Top m 25,000 12,000 6,000
Vertical Curve
Bottom m 12,000 8,000 4,000
Weaving Length m 275 215 215
Source: JICA Study Team

Table 6.2.9 Geometric Design Standard in the Vicinity Interchange (Ramp)

Item Unit Japanese Standard

Design Speed km/h 100 80 60
Minimum
m 200 170 100
Horizontal Radius
Minimum
m 70 60 50
Transaction
Minimum Radius
Top m 1,000 800 450
Vertical Curve
bottom m 850 700 450
Source: JICA Study Team

(3) Transition Curves and Extra Width of Interchange

The transition curves and extra width were not considered for interchange design in Fimal
FS 2012. They are necessary for vehicle to have smooth entry from straight section into a
circular curve. Therefore, the standard of transition Curves and Extra Width are considered
for interchanges in this study as follows.

As for the main alignment, it was considered in previous design, and the widening is not
required that curve radiuses are large.

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Table 6.2.10 Minimum Transition Lengths (Design Speed 40km/h)

Curve Radius Minimum Transition

(m) Length (m)
R= 45 Not Applicable
R= 60 75
R= 90 50
R=100 45
R=150 30
R=170 25
R=200 25
R=240 20
R=300 No Required
Source: IRC-73-1980

In Indian standard, the lane widening width is given the different for one-lane road and 2-
lane road. On the other hand, in Japanese standard, it is given per lane. Table 6.2.7 shows
the respective values.

The adapted radius of all ramps in MTHL is about 100m. And extra width of Indian standard
in 100m radius is wider than Japanese one. Therefore, India standard is applied for the
extra width at horizontal curves.

Table 6.2.11 Extra Width at Horizontal Curves

India standard Japan Standard
Radius curve Two-lane Radius Curve
One-lane road Each one lane
(m) road (m)
More than 300m - - More than 160m -
101 to 300 0.6 - 160 to 90 0.25
61 to 100 0.9 - 90 to 60 0.50
41 to 60 1.2 0.6 60 to 45 0.75
21 to 40 1.5 0.6 45 to 32 1.00
Less than 20m 1.5 0.9 32 to 26 1.25
26 to 21 1.50
21 to 19 1.75
19 to 16 2.00
16 to 15 2.25
Source: IRC-73-1980 and Japanese standard

(4) Acceleration and Deceleration Lane

The two types of acceleration and deceleration lane are adapted to the merging/diverging
section. The one is “taper transition type”, other one is “deceleration and acceleration type”.
The applications are classified as follows.

• In case of the each road design speeds are equal; the taper transition type is
adopted.

• In case of the road design speeds are different, to the deceleration and acceleration
type is adopted.

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This classification is the same as previous study in 2012.

Table 6.2.12 Types of Acceleration and Deceleration Lane

Type Interchange
Taper Form Sewri IC
Acceleration and Deceleration SH54IC,Shivaji Nagar IC, Chirle IC
Source: JICA Study Team

Table 6.2.13 Taper Transition Length and Acceleration Deceleration

Taper form
Items Unit Value IRC SP-87-2013
Taper transition From single
rate 1:15-1:20 1:15-1:20
lane to multi-lane

Acceleration and Deceleration Form

Items Unit Value IRC SP-87-2013
Deceleration Length m 145 145
Acceleration Length m 150 150
Source: JICA Study Team

(5) Suggestion of Deceleration and Acceleration Lane

The acceleration and deceleration type is applied as the form of merging/ diverging
between the acceleration and deceleration lane and the ramp for the following reasons:

• Acceleration and deceleration type is applied for diverging and merging sections of
interchanges under both Indian standard and Japanese standard.

• The form of merging/diverging needs to be unified for the entire road, and application
of the acceleration and deceleration type is preferable because it is common.

• The acceleration and deceleration type clarifies the acceleration and deceleration
section between the ramp and main road, which differ from each other in terms of the
speed of vehicles, and therefore reflects safety considerations.

• The taper form type should be applied where the number of lanes with the same
speed limit increases or decreases. The acceleration and deceleration type should
be applied for sections where the speed of vehicles changes.

At the Sewri IC, four lanes merge and diverge at the same time. Accordingly, with the
method applied for this interchange, two adjacent ramps are merged with each other, and
where the merger is completed, still another ramp is merged with it.

The acceleration and deceleration type is divided into parallel type and direct type. This
time, the direct type is applied for both acceleration and deceleration because most
interchanges are circular curves. Parallel type is applied only for the acceleration section on

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the SH54IC side of Shivaji Nagar IC and weaving section of Chirle IC. Features of the
parallel type and direct type are as described below.

1) Parallel Type

Transition lane is shifted after some parallel section. The drivers can confirm the status of
the main alignment before shifting.

2) Direct Type

Directly come together or separate from the main alignment. It is not affected by the status
of the main alignment.

Source: Japanese standard

Figure 6.2.4 Parallel Type and Direct Type

3) Planning Method for the Confluence and Separation of 2-Lane Ramps

As for the confluence and separation of 2-lane ramps, it is desirable that not only
connecting to the end of transition length from the ramp nose, but also it establishes the
point of the securing of 2 traffic lanes in the middle. In this study, to use properly parallel
type and direct type.

Parallel Type: Straight Section

SH54 side acceleration of Shivaji Nagar IC /Weeving section of Chirle IC

Direct Type: Curve Section

Other than those above IC

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Source: Japanese standard

Figure 6.2.5 Confluence and Separation of 2-Lane Ramps

4) Other Details

Nose offset

In case of the driver takes the wrong direction, some spaces shall be provided in front of the
nose in order to come back to main alignment smoothly. However, it is impossible to
provide it in Sewri IC because of the site restriction.

Source: Japanese standard

Figure 6.2.6 Nose Offset

Correction of speed change section

If the vertical gradient of the main road exceeds 2%, the length of the speed change section
needs to be corrected (Japanese standard). However, the correction is not necessary
because the vertical gradient of the interchange section is 2% or below.

Collector-distributor road

At an interchange with successive separation and confluence of on-ramp and off-ramp like
Chirle IC, a collector-distributor road for dispersing the traffic on the main road and the
ramp may be created.

However, a collector-distributor road will not be provided because the site conditions have
been finalized and space for the collector-distributor road cannot be secured.

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Collector-distributor road

Mai road

Source: Japanese standard

Figure 6.2.7 Collector-Distributor Road

Extended left lane for changing to the main road

Where an on-ramp is followed immediately by an off-ramp, the left lane is extended to give
enough space to vehicles changing to the main road. An extended left lane is provided at
Chirle IC. Shivaji Nagar IC also has such a section. However, the section has a setback for
securing sight distance, and it was deemed possible to use this extra space as a lane for
changing to the main road.

Extended left lane

Source: Japanese standard

Figure 6.2.8 Extended Left Lane for Changing to the Main Road

Figure 6.2.5 shows the applied deceleration and acceleration length in MTHL.

Table 6.2.14 Deceleration and Acceleration Length

Japan India
Standard Standard
Design speed(km/h) 100 80 60 100
Base deceleration length 1-lane 90 80 70
80m(1Lane)
except tater length 2-lane 130 110 90
Base Acceleration l expect 1-lane 180 160 120
95m(1Lane)
tater length 2-lane 260 220 160
Taper Length 1-lane 60 50 45 55
1-lane
Outflow angle 1/25 1/20 1/15 -
2-lane
1-lane
In flow angle 1/40 1/30 1/20 -
2-lane
Nose Distance - 275 215 215 -
Source: JICA Study Team

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6.2.5 Typical Cross Section

Shown below the each of tipical cross section.

Source: JICA Study Team

Figure 6.2.9 Main Alignment (Viaduct) Section

Source: JICA Study Team

Figure 6.2.10 Main Alignment Earth Works Section (18+950 – 19+950)

Source: JICA Study Team

Figure 6.2.11 Sewri IC

Source: JICA Study Team

Figure 6.2.12 Shivaji Nagar, SH54 and Chirle IC

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6.3 Design Criteria for Structural Design

6.3.1 Design Codes

Main code list for bridge structure design is shown in Table 6.3.1.

Table 6.3.1 Main Code List for Bridge Structure Design

Code No. Title

IRC: 5-1998 Standard Specifications & Code of Practice for Road Bridges.
Section I - General Features of Design
IRC: 6-2014 Standard Specifications & Code of Practice for Road Bridges.
Section II - Loads and Stresses
IRC: 7-1971 Recommended Practice for Numbering Bridges and Culverts
IRC: 18-2000 Design Criteria for Pre-stressed Concrete Road Bridges (Post-Tensioned Concrete)
IRC: 21-2000 Standard Specifications and Code of Practice for Road Bridges.
Section III - Cement Concrete (Plain and Reinforced)
IRC: 22-2008 Standard Specifications and Code of Practice for Road Bridges.
Section VI - Composite Construction
IRC: 24-2010 Standard Specifications and Code of Practice for Road Bridges.
Section V - Steel Road Bridges (Limit State Method)
IRC: 45-1972 Recommendations for Estimating the Resistance of Soil Below the Maximum Scour
Level in the Design of Well Foundations of Bridges.
IRC:46-1972 A Policy on Roadside Advertisements
IRC: 54-1974 Lateral and Vertical Clearances at Underpasses for Vehicular Traffic.
IRC: 78-2000 Standard Specifications and Code of Practice for Road Bridges.
Section VII - Foundations & Substructure
IRC: 83-1999 Standard Specifications and Code of Practice for Road Bridges.
Part I Section IX - Bearings, Part 1 : Metallic Bearings
IRC: 83-1987 Standard Specifications and Code of Practice for Road Bridges, (Part-II)
Part II Section IX - Bearings, Part II: Elastomeric Bearings
IRC:83-2002 Standard Specifications and Code of Practice for Road Bridges, (Part-II)
Part III Section IX - Bearings, Part III: Pot, Pot-cum-PTFE Pin and Metallic Bearings
IRC: 89-1997 Guidelines for Design & Construction of River Training & Control Works for Road
Bridges.
IRC: 112-2011 Code of Practice for Concrete Road Bridges
IRC:SP-13-2004 Guidelines for the Design of Small Bridges and Culverts
IRC:SP-18-1996 Manual for Highway Bridge Maintenance Inspection
IRC:SP-33-1989 Guidelines on Supplemental Measures for Design, Detailing & Durability of Important
Bridge Structures.
IRC:SP-35-1990 Guideline for Inspection and Maintenance of Bridges
IRC:SP-37-2010 Guidelines for Load Carrying Capacity of Bridges
IRC:SP-40-1993 Guidelines on Techniques for Strengthening and Rehabilitation of Bridges
IRC:SP-47-1998 Guidelines on Quality Systems for Road Bridges (Plain, Reinforced, Prestressed and
Composite Concrete)
IRC:SP-54-2000 Project Preparation Manual for Bridges
IRC:SP-56-2011 Guidelines for Steel Pedestrian Bridges
IRC:SP-65-2005 Guidelines for Design and Construction of Segmental Bridges
IRC:SP-66-2005 Guidelines for Design of Continuous Bridges

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IRC:SP-67-2005 Guidelines for use of External and Unbonded Prestressing Tendons in Bridge
Structures
IRC:SP-69-2005 Guidelines and Specification for Expansion Joints
IRC:SP-70-2005 Guidelines for the Use of High Performance Concrete in Bridges
IRC:SP-71-2006 Guidelines for the Design and Construction of Pre-tensioned Girder of Bridges
IRC:SP-74-2007 Guidelines for Repair and Rehabilitation of Steel Bridges
IRC:SP-80-2008 Guidelines for Corrosion Prevention, Monitoring and Remedial Measures for Concrete
Bridge Structures
Japanese Standard Handbook for protection of bridge painting and corrosion protection (December, 2005)
Source: JICA Study Team

6.3.2 Design Concept

(1) Design Life

The target design life for main structures shall be 100 years according to IRC: 112-2011.

(2) Environmental Equipments for Bridges Design

The following environmental requrements shall be in corporated into the bridges plan and
design.

• The bridge type shall be considered not to give significant impacts on flying course of
migratovy birds in mud flat area, e.g. the lesser flamingo.

• The span arrangement and substructure type shall be considered to minimize an

advise environmental impact in tidal and mangrove areas.

6.3.3 Design Loads

There are several loads to be considered for the bridge design.

(1) Dead Loads

The dead load shall include the weight of all components of the structure, utilities attached,
pavement wearing surface and future overlays. In absence of precise information, the unit
weights prescribed by IRC: 6-2014 can be used to calculate the dead load of the structure.

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Table 6.3.2 Unit Weight of Bridge Materials for Dead Load Calculation
Material Weight (t/m 3)
Asphalt 2.2
Cement-Plain 2.5
Concrete
Cement-Reinforced 2.5
Cement-Prestressed 2.5
Steel (Rolled or Cast) 7.8
Source: IRC: 6-2014

The unit weight of High Performance Concrete (hereinafter called HPC) shall be taken as
2.6 t/m3, which shall be applied to bridges on marine to prevent the salt damage
recommended by Technical Committee for MTHL

A load intensity of 5 kN/m along each outer parapet and the central median parapet shall be
allowed for services such as lighting, emergency telephones, fire hydrants, etc.

(2) Live Loads

Traffic loading shall be as defined in IRC: 6-2014 with Class 70R design vehicle and Class
A.

1) Class 70R Tracked and Wheeled Vehicles

The weights and spacing of axles and wheels for the design truck shall be as per the
specification shown in Figure 6.3.1.

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Source: IRC: 6-2014

Figure 6.3.1 Class 70R Tracked and Wheeled Vehicles

2) Class 'A' Train of Vehicles

The weights and spacing of axles and wheels for the design truck shall be as per the
specifications for Class A shown in Figure 6.3.2.

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Source: IRC: 6-2014

Figure 6.3.2 Class 'A' Train of Vehicles

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3) Combination of Live Loads

The live load combination on carriageways shall be considered for the design as shown in
Figure 6.3.3.

Source: IRC: 6-2014

Figure 6.3.3 Live Load Combination

4) Reduction in the Longitudinal Actions on Bridges Accommodating more than Two

Traffic Lanes

For bridges with more than two traffic lanes, the longitudinal actions (bending moment,
shear force and torsion in longitudinal direction) should be reduced to account for the
possibility that all lanes will be subjected to the characteristic loads simultaneously. This
reduction shall be in accordance with Table 6.3.3.

Table 6.3.3 Reduction in Longitudinal Effect

Number of lanes Reduction in longitudinal effect

2 No reduction
3 10% reduction
4 or more 20% reduction
Source: IRC: 6-2014

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5) Impact

(a) Class A Loading

For the members of any bridge designed for Class A loading, the impact fraction shall be
determined from the following equations (applicable for spans between 3 m and 45 m).

• For RC/PC bridges =4.5/(6+L) (3m<L<45m)

• For steel bridges = 9/(13.5+L) (3m<L<45m)

(b) Class 70R Loading

a) Bridge for Spans of 9m or more

The value of the impact percentage shall be taken as follows (for spans of 9 m or more):

[RC/PC bridges]

• Tracked vehicles: 10 percent up to a span of 40 m and for spans in excess of 40 m:

4.5/(6+L)(40m<L<45m).

• Wheeled vehicles: 25 percent for spans up to 12 m and for spans in excess of 12

m: 4.5/(6+L)(12m<L<45m)

[Steel bridges]

• Tracked vehicles: 10 percent for all spans

• Wheeled vehicles: 25 percent for spans up to 23 m and for spans in excess of 23

m: 4.5/(6+L)(23m<L<45m)

On condition of span length in excess of 45m, the impact percenge for 45m in span length
shall be utilized.

(3) Earthquake Load

The design shall be based on the IRC: 6-2014 and IS: 1893-1984. The elastic seismic
acceleration method shall be adopted using spectra as defined in Figure 6.3.4.

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Source: IRC: 6-2014

Figure 6.3.4 Response Spectra

The following equiation shall be applied to calculate the seismic force for the bridge design.

Feq=Ah=(Z/2) x (I) x (Sa/g)

Where

Feq: Resistance force against Earthquake

Ah: Coefficient of Secimic Force

Z: Area Factor (Z=0.16)

I : Importace Factor of the Bridge (I=1.5)

Sa/g: Response Factor from Figure 6.3.4

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(4) Wind Load

Winds loads shall be based on the basic wind speed for Mumbai, as defined in IRC: 6-2014.

1) Basic Wind Speed

The basic average wind speed for MTHL bridges shall be 44m/s and the average wnd
load shall be 879N/m2 because the bridge elevation in MTHL is lower than 50m in
elevation from the ground level, considering the historical date in the Mumbai area.

2) Design Wind Force on Superstructure

(a) Transverse Wind Force

The transverse wind force FT (in N) shall be taken as acting at the centroids of the
appropriate areas and horizontally and shall be estimated from:

FT = PZA1GCD

Where,
PZ : The hourly mean wind pressure in N/m2
A1 : The solid area in m2
G : The gust factor

• For bridge decks supported by single beam or box girder, CD shall be taken
as 1.5 for b/d ratio of 2 and as 1.3 if b/d > 6. For intermediate b/d ratios CD
shall be interpolated.

• For deck supported by two or more beams or box girders, where the ratio of
clear distance between the beams of boxes to the depth does not exceed 7,
CD for the combined structure shall be taken as 1.5 times CD for the single
beam or box.

• For deck supported by single plate girder it shall be taken as 2.2. When the
deck is supported by two or more plate girders, for the combined structure
CD shall be taken as 2 (1 + c/20d), but not more than 4, where c is the centre
to centre distance of adjacent girders, and d is the depth of windward girder.

(b) Longitudinal Force

The longitudinal force on bridge superstructure FL (in N) shall be taken as 25 percent and
50 percent of the transverse wind load as calculated as per ‘(a) Transverse wind force’ for
beam/box/plate girder bridges and truss girder bridges respectively.

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(c) Vertical Wind Load

An upward or downward vertical wind load FV (in N) acting at the centroid of the
appropriate areas, for all superstructures shall be derived from:

Fv = PZA3GCL

Where,
PZ : The hourly mean wind pressure in N/m2
A3 : The area in plan in m2
CL : The lift coefficient which shall be taken as 0.75 for normal type of slab, box, l-
girder and plate girder bridges.
G : The gust factor as defined in ‘(a) Transverse wind force’.

3) Design Wind Force on Substructure

The substructure shall be designed for wind induced loads transmitted to it from the
superstructure and wind loads acting directly on the substructure. Loads directly acting on
the substructure shall be calculated as follows;.

Ft = PZA1GCD

Where,
PZ : The hourly mean wind pressure in N/m2
A1 : The area in plan in m2
Cd : The resistance coefficient depending on the shape of substructure according to
Table 6 of IRC 6-2014.
G : The gust factor as defined in ‘(a) Transverse wind force’.

(5) Water Currents

The current speed in each direction acting to a substrucure should be taken as not less
than 3m/s.

On piers parallel to the direction of the water current, the intensity of pressure shall be
calculated from the following equation:

P = 52KV2

Where,
P: intensity of pressure due to water current, in kg/m2
V: the velocity of the current at the point where the pressure intensity is being
calculated, in metre per second
K: a constant having the following values for different shapes of piers illustrated in
Figure 6.3.5.

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• Square ended piers (and for the superstructure): 1.50

• Circular piers or piers with-circular ends: 0.66

• Piers with triangular cut and ease waters, the angle included between the
faces being 30° or less: 0.50

• Piers with triangular cut and ease waters, the angle included between the
faces being more than 30° but less than 60°: 0.50 to 0.70

• Piers with triangular cut and ease waters, the angle included between the
faces being more than 60° but less than 90°: 0.70 to 0.90

Source: IRC: 6-2014

Figure 6.3.5 Shapes of Bridge Piers

(6) Temperature Load

1) Design Temperature Range

Loads incurred by change in temprature shall be based on a difference between the basic
maximum and minimum temperature in Mumbai. According to historical data, whereas the
maximum temperature is approximately 40°C, the minimum temperature is approximately
10°C. The bridge location having difference between maximum and minimum air shade
temperature is >20°C.

The temperature range considering the bridge design shall be ±10°C according to IRC:6-
2014.

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2) Thermal Gradient

Positive and reverse temperature differences for the purpose of design of concrete bridge
decks shall be assumed as shown in Figure 6.3.6 according to IRC:6-2014. These design
provisions are applicable to concrete bridge decks with 50 mm of wearing surface.

Source: IRC: 6-2014

Figure 6.3.6 Design Temperature Differences for Concrete Bridge Decks

So far as steel and composite decks are concerned, Figure 6.3.7 may be referred for
assessing the effect of temperature gradient. These design provisions are applicable to the
bridge decks with 50 mm of wearing surface.

Source: IRC: 6-2014

Figure 6.3.7 Temperature Differences across Steel and Composite Section

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(7) Special Loads

1) Vehicle collision Impact with Substructure and Guardwall

Design impact loads from vehicles colliding with the substructure shall be as defined in IRC:
6-2014.

The nominal loads given in Table 6.3.4 shall be considered to act not only horizontally but
also parallel to the carriageway as Vehicle Collision Loads. Loads normal to the
carriageway below and loads parallel to the carriageway below shall be considered to act
separately and shall not be combined.

Table 6.3.4 Nominal Vehicle Collision Loads on Guardwall of Bridge

Load Normal to the Load Parallel to the
Point of Application on
Carriageway Below Carriageway Below
Bridge Support
(Ton) (Ton)
At the most severe point
Main load
50 100 between 0.75 and 1.5 m
component
above carriageway level

At the most severe point

Residual load
25(10) 50(10) between 1 m and 3 m
component
above carriageway level
Source: IRC: 6-2014

The loads indicated are assumed for vehicles travelling at speeds of 60 km/hour. In case of
vehicles travelling at lower speed, the loads may be reduced in proportion to the square of
the speed, but not less than 50 percent.

The guardwall on the bridge shall be designed for the residual load component only.

2) Ship Collision Impact on Piers

Piers shall be designed for ship collision impact as per IRC: 6-2014.

(a) Design Vessel

The design vessel for the briges accorss Thane and Panvel Creek navigation challens is
given in Table 6.3.5.

Table 6.3.5 Type and Specification of Ship

Type Ship
DWT 4,000 tonnes
Length LOA = 96.0m
Beam BM = 13.8m
Vessel Transit Speed VT = 10 knots
Minimum Impact Velocity VMIN = 2 knots
Source: IRC: 6-2014

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(b) Barge Collision Energy: KE

KE = 500 x CH x W x V2

Where,
KE = Barge Collision Energy (N-m)
W = Barge Displacement Tonnage (T) : 4,000 tonnes
V = Barge impact speed (m/sec) : 10knots=10/1.9438=5.145m/sec
CH = Hydrodynamic coefficient= 1.05 to 1.25 for Barges depending upon the
clearance under keel available.

• If clearance under keel is more than 0.5 x Draft, CH=1.05;

• If clearance under keel is less than 0.1 x Draft, CH= 1.25.

• For any intermediate values of under keel clearance, linear interpolation shall be
done.

(c) Barge Damage Depth: aB

aB = 3,100 x {[1+1.3x10(-7) x KE]0.5-1}

Where,
aB: Barge bow damage depth (mm)

(d) Barge Collision Impact Force: PB

The barge collision impact force shall be determined based on the following equations;

For aB <100mm, PB=6.0 x 104 x (aB), in N

For aB ≥100mm, PB=6.0 x 106 +1,600 x (aB), in N

6.3.4 Materials

(1) Concrete

The concrete performances were determined by Technical Advisory Committee for MTHL
which had been held 2012 to 2013. As a result the high performance concrete is used in
structures. The cube strength in each part is shown in Table 6.3.6.

6-30
 Preparatory Survey on the Project for Construction of Mumbai Trans Harbour Link
Final Report

Table 6.3.6 Concrete Strength

Strength
Parts
(MPa)
Concrete for bored piles and caissons 45
Pile caps 45
Pile cap skirts 55
Abutments, Walls 45
Piers 55
Deck 55
Parapets and median 45
Source: Technical Advisory Committee, 2012-2013
Feasibility Final Report of Detailed Feasibility Study and Bid Process
Management for Selection of Developer for MTHL, 14th, December, 2012

(2) Reinforcement Steel

The specification of reinforcement steel is based on IRC: 21-2000 and its strengths
depending on the steel type are shown in Table 6.3.7.

Table 6.3.7 Reinforcement Steel Strength

Strength Elastic Modulus

Types
(MPa) (GPa)
Fe 240 240 200
Fe 415 415 200
Fe 500 500 200
Source: IRC: 21-2000

(3) Pre-Stressing Steel

The specification of pre-stressing steel is based on IRC: 112-2011 and its strength by the
steel type are shown in Table 6.3.8.

Table 6.3.8 Pre-Stressing Steel Strength

Area Yield Strength Yield Strength

Class Type of Pre-stressing Steel
(mm2) (kN) (kN)
I 11.1mm, 7 ply 70.0 105.86 108.00
12.7mm 7 ply 92.9 139.90 144.10
15.2mm 7 ply 139.0 192.83 216.20
II 11.1mm 7 ply 74.2 117.21 124.10
12.7mm 7 ply 98.8 156.11 165.30
15.2mm 7 ply 140.0 222.23 234.60
Source: IRC: 112-2011

(4) Steel

The specification of steel is based on IRC: 24-2010.

6-31
 Preparatory Survey on the Project for Construction of Mumbai Trans Harbour Link
Final Report

6.3.5 Design Standard for Environmental Crearance

The bridge design should be designed design standard for bridge design, EIA notification
and CRZ notification. The EIA notification and CRZ notification is shown in 12.3.

6.4 Preliminary Design for Road

6.4.1 General

As described in chapter 3, the road horizontal alignment of the main carriageway complies
with Indian standards and has been designed with extreme care in previous studies.
Additionally, it is in accordance with the result of topographic survey.

On the other hand, while the clearance needed by the crossing object is secured in the
vertical alignment, the position and limits of the ship route have been reviewed. Accordingly,
the vertical alignment has also been reviewed in consideration of economic efficiency. Points
that were examined in this study, including the vertical alignment, are as listed below.

1) Improvement of the vertical alignment: Vertical alignment plan that matches the ship-
route position and ship-route limits on the sea section

2) Number of lanes on the main road and number of toll booths: Changed based on the
result of traffic demand analysis

3) Interchange alignment: The alignment was corrected in consideration of the transition

curve and nose interval, and diversion and confluence plan is implemented for 2-lane
ramps.

4) Number of ramp lanes and toll booths: Number of lanes decided in consideration of
vehicle traffic and number of toll booths based on the result of traffic demand analysis

5) Emergency platforms: Interval between emergency platforms based on Japanese

standard

6) Cutting section plan: Vertical alignment and standard cross-section

7) Pavement structure: Suggestion of the optimal pavement structure with a special

focus on pavement on the box girder with steel deck slabs

8) Drainage plan: Surface drainage plan on the marine section

6.4.2 Preliminary Design for Road

There are some margin between vertical alignment and navigation clearance on the sea
section in Final FS 2012. Therefore, improvement of the vertical alignment was studied.

6-32
 Preparatory Survey on the Project for Construction of Mumbai Trans Harbour Link
Final Report

The conditions of vertical study are:

• According the design standard, maximum vertical gradient is 2.5%.

• The top of the vertical curves shall be placed on the centre of bridge span.

• Sharp angles shall be avoided.

Figure 6.4.1 shows the proposed vertical alignment.

6-33
 Preparatory Survey on the Project for Construction of Mumbai Trans Harbour Link
Final Report

To reduce the Profile

To set the profile, crests is placed at the center of long bridges
Proposed Profile
Previous Profile

Source: JICA Study Team

Figure 6.4.1 Proposed Vertical Alignment

6-34
 Preparatory Survey on the Project for Construction of Mumbai Trans Harbour Link
Final Report

6.4.3 Review of Traffic Lanes on Main Alignment

6-lane of main alignment was decided by the upper plan of Maharashtra government. In this
study it was reviewed based on the forecasted result of future traffic volume by using Manual
of Specifications and Standards for Expressways (IRC:SP:99-2013).

The result of the review, 6-lane will be required in 2032 (10years later after traffic open).
Although 8-lane will be required in 2042, it is assumed that the function of MTHL will be kept
as metro will be constructed in parallel with MTHL.

Table 6.4.1 Required Traffic Lanes

Design Service Volume

Traffic Volume Traffic Volume for Required Traffic
Year
(vehicle/day) (PCU/day) Expressways(PCU/day) lanes
Based on SP:99-2013
2022 31,155 39,300 < 86,000 4-lane 4-lane
2032 88,613 103,886 < 130,000 6-lane 6-lane
2042 125,000 145,510 < 173,000 8-lane 8-lane
Source: JICA Study Team

6.4.4 Study on the Number of Toll Booths on Main Alignment

The toll booth of main alignment is located between Shivaji Nagar IN and SH54IC. As
mentioned in chapter 3, although 14 toll booths were considered in previous study, it is not
clear the reason. Therefore, it is studied in consideration of the result of traffic demand
forecast in 2042. As a result, 8 toll booths shall be provided.

Table 6.4.2 Number of Toll Booth on Main Alignment

Number
Traffic Volume Number Total
Traffic Volume Traffic Volume Traffic volume of
of Peak Hour in of number
Direction in 2042 for ETC lane for manual lane required
2042 (Vehicle/ required of toll
(Vehicle/day) (vehicle/hour) (vehicle/hour) manual
hour) ETC lane booth
lane

Chirle 25,000 1,800 630 1,170 1 3 4

Sewri 23,000 1,550 540 1,010 1 3 4
Note: The capacity of manual lane is 780 vehicles/hour for 2 booths, 1230 vehicles/hour for 3 booths and 1670
vehicles/hour for 4 booths
Source: JICA Study Team based on Japanese Standard

6-35
 Preparatory Survey on the Project for Construction of Mumbai Trans Harbour Link
Final Report

6.4.5 Improvement of Interchange Alignment

In Final FS 2012, transition curves were not considered in all ramps. On the other hand, it
was considered in main alignment.

Following figures shows the difference of with/without the transition curve for each
interchange. Although there is a little difference in the drawings, the traveling performance
and safety will be improved by considering the transition curves.

(1) Ramp Alignment

The adjacent ramps are joined, then, the ramps are joined again. Nose distance is secured
400m. It is rather than standard distance, 275m.

ne
la
2-

0m
13
th
ng
Le
ON
TI
E RA
C EL
DE
6
.56
39
0+
A
ST
se
No

0+ 49 5.0 00 (P ie r C en te r)
P -1
S

C -6
P

P -5 P
C -4

C
-
P
C 1

C -3
P

Foot Pa th C
-2
P

Se rv ic e roa d

Ra mp -F
S TART OF PROJECT

-1

G S
P

Ra mp -E

Ra mp -A

E- W Co rr ido r 30.0

Ra mp -C 2
P
C -8

Ra mp -C 1

0+ 35 6( 1-l an e ke ep)
Ra mp -B
0+2 50 .2 82 (N ose )

0 +4 50
DE CE LE RA TIO N Le ng th 10 5m T AR ER L eng th 9 4m
( V= 60 km /h) (V =60 km /h )

T O IL
T
E

ce L=40 0m
N ose Di stan
T APE R Len gt h 1 27 m
S TA. 0 + 884. 110

0+9 00. 00 0( Nos e)

ee p)

A CCE RAT IO N
26 0m L en gth 26 0m
IO N L eng th
A CCE RAT
0 +76 0.0 00 (1l an e k
2l ane ke ep)

44.00 0
te r)

ST A.1 +

160. 000
(Pi er Cen

0 +64 4.0 00(

STA .1 +
0+4 95. 000

2 .66°

C -
P
1.73°
2.3 8°

150 00
nose o ff set
2.1 5°

G S
P -1
2.45 °

30.0
ep )

STA. 0 + 972. 000

0+ 760 .0 00( 1l ane ke
ep)

0+ 900 .0 00 (No se)

0( 2la ne ke

3 0.00 0
0 + 880

STA .1 +
0+ 644 .00

80.00 0

T AP ER Len gt h 120 m D ECE LER AT ION Le

ngt h 18 0m
S TA.1 +

2 60m
TI ON Len gth
DE CEL ERA

ance L= 400 m
0+4 50

Nos e Dist
94 m
ER Len gth
=6 0km /h)

Source: JICA Study Team

Figure 6.4.2 Sewri IC

6-36
 01
77 1.0
+
A. 16
ST

TA
TER
72
m
00

2
5
6
E
.3

R
41

E
2
7
7

R
+ 9

4
6
L
L
A

9
R A
W
E
.1 6

6
E
4
R

1
5
R
S TA

6
E
R
8
4 6
L
W A

3
7
E
R

E
R

3
5

6
R
6
E
0
5
6

5
6
R
E

E
R
4
7
E
4

R
6
A
W L

5
4
E
R

6
E

5
R

5
6
E
R
5
4
6
L
A
W
E
R

7
7
P
E
8
7
E
P
GL67
4

1 8
W
C
W
C 0
2
8
6
E
R

7
32

8
P
7
6

E
6
E
R
1.1

P
E
8
4
6
E
+ 93

R
16
ST A.

5
6
E
9

R
1 1
W
C

1
6
E
R

3
9
P
E
5
R
5
E

TA

3
PE
8
.1

R
5
E
8°

R
4
5
E
3

R
T 1
G

AC
2
1

Le
G
T

5
3
E
R

ng

not installed.
6
8
9
1

CEL
9
P
R
T
1
L

E
L
A
W
E
R

th
5
1

EL
0

E
R
1

7
0
4
1
L

1
L
8
1
W A

L
0
1
M H
E
R

W A
E
L
L

GL9

ER
R
W A

60
E
R

m
59
2
0
1
E
R

ATI
L
A
W
E

GL
R

334 GL1

ON
01
0
P
8

1
E

30 0
8
P
E

7.

le
6
0
1
2

+ 95
G L
8
P
E

16 13 2 GL 10
4
9 91.
S TA. +
16

ngt
ST A.
0
5
E
R
3
8
P
E

9
4
E
R

h 26
MA

0m
P ON R=
GL3 D3 43 125
36
A=8
0
PON
5
8
P

D 34
E

DEC
GL
16 1P ON
D 34

EL
6
6m
7

GL33 GL
27
4
E
R

PON

ERA
4 16 0
8
4
E

D3 GL15
R

47
0
ce

TIO
m

N
an

GL1
45

59
st
R

32

Len
Di
9

49 .1
PE
7
P
E

+
E

17
ST A.
TA

GL

gth
147
N OS

GL15 G L15
0

130
8

m
6
4
E
R

5
4
E
R

4
4
S
4
8

G A
P
E

GL1

Source: JICA Study Team

47
GL1
46
2
A S
G
6
7
P
E

0m
12
2
4
P
C

GL 124
th
ng

GL1
le

GL 127
46
4
4
L 1
G
ON
5
7

16.
P
E

15
1 54 77
TI

.8 29
(4 .4 51 0m
m
%) L3 34
0

RA
1
S
A
G

7 5
X 1
O

.1 32
-B
E
LE

GL15
1 21 31 5) 6
7 + .
00 S TA .1 + 46
LE

10 1 .3 01 ) (S TA .0
7 + 78 .8 1 7. GL1
CE

16 02
17 07
S TA .1 .0 + 5 7 (4 .4
2m
(ST A
%)
AC

16.
41 1m
6
1
5
1

T
U
T
U

H
H

8
1
1
7
1

U
T
T
U

H
H

GL1
41

GL
337
1
6
3
D
O N
P

PR
0
4
3
D
O
N

GL3
P

35

GL
KM OP
12 8
GL1 GL3 GL10
36 GL
8

29
3
D
3

13 8 5
O N
P

including the near main road.

GL13
-5 OS
1
1
4

E
3
4
6
3

N D
O
D

P
P
O N

PO +0
9
5 3
N D
O
P

N D 00
9
3

PO
3
D
O
N
P

GL 33
4 GL 33
ND
3
0
7

GL33
L
B

7
7
3
1
G
L

4
3
2

N D
O
4
3

Y
P
D
O N
P
1
N

TR
A
H

6
A
S

7
6
3
N
S

EN
5
3
D

D
N
O N
P

O
P

S IM
2
N
H
A
S
A
N
S

PON
D 34 3
GL 336

P ON
D3
45
PO
GL1 N
61 PON D D
34 6

GL1
55 GL3 GL16 P ON
34 0 D3 47

P ON
D 115
51
GL33 GL
4 15 9
00
GL1
53

GL33
7
4
5
3

GL15
D
P
O N

1 GL1

Figure 6.4.4
58
9
4
3
T
U
H
8
4
3

0
5
T
U

2 69 .3 9 0
3
T
H

H
U

ST A .1 7 +
1
5
3

GL1
T
U
H

48
2
5
3 D
P
O N

GL
33 6

JM PON
GL1 D
61

GL1 GL3 1
TAPER 67m

7 + 17 +
55 34 GL1 453
5
3

60
D

GL12
N
O
P

4
GL1 GL13
43 0

GL GL1
GL12 22
5

15 9
3
N D
O

7
P

GL15 4
1 GL1
GL33

Figure 6.4.3
58
GL1
32
GL1 GL1
GL1 54 39
48
1 6.
1 6. 88 1m
52
35
1 5. 4 74 ( 3. 4% )
5m
3 27 .2 3 7 5. 96 4
00
ST A. 1 7 + 89 4) GL1 S TA . 17 + 3 3
CA ( ST A. 0 + 5 6. 52

GL1
35
R=
85

Source: JICA Study Team

A=8
0 CP
GL1 4 1
GL1 23
24 GL1
GL1 45
GL1 30
43 GL14 GL 12
P ON
D 360
9 5
P ON
N

GL12 GL 14
O
P

D 11
7 2 2
PO
GL 12 ND1
GL1 10
28 6
GL
129
GL
14 0 GL1
31
GL13 P ON
3 D3
GL1 63
GL1 GL1 32
54 39

GL PON PO
13 4 GL9
D 11 8
3 P ON PON

6-37
GL1 GL1
D1 08 D 3 65
52 36 S TA .1 7 + 3 9 3. 96 4

GL1
35 GL1
37 00
ST A .1 7 + 3 99 .2
P ON
D 105

AC
53
49 00
GL1
28
GL 129 R=8 MJ
GL1 0
31
DEC ELERATION Length

GL1 P ON
33 D1
14
PO A=75
ND
1 30m

PON
GL 13 D 11
4 5

GL13
6
GL1
01

P ON
S TA .1 7 + 4 5 7. 23 7 0 D 106
PO
ND1
07
1 5 47 7( 2 .5 % )
17 1 7.
24 S TA . 17 + 46 5. 9 64
.6 30 3m (S TA . 0 + 49 . 66 0 )
m

GL24
PON
D 10 GL1
9 03

GL4
H UT PP
7ON D
46 ON 1
D 16
GL 25
11 7 P ON
D 11 PON
1
CP D
4 0 42

P ON
PON D 41
54 D 11 8
PON
D 11
5
00
GL2
7
HU
T4 3
HU
T 44 H
U T4
HU 2
T 45

GL2
S TA .1 7 + 5 2 7. 14 3 0 GL4 8
0

GL3 GL4
1 1
GL
39

GL
37 GL3
0

GL3
8
GL3
6
GL37
GL3
GL32 1
Shivaji Nagar IC

GL3
2 GL 36
GL35

GL3
GL3 2 GL4
3

GL3
GL3 5

U-turn
55
4
00
GL3
N OSE Dista nce 442m

GL2 3
GL 6
GL 12

GL2
GL34
GL9

GL 2
GL GL1
5 GL1
2
GL7
GL 5 GL
GL2 9
7

18 .4
1 54 79 ( 2. 5% ) ST A. 17 + 62 2 .6 18
GL 73
27 m ( ST A . 0+ 5 3 8. 4 70 )

Planned Shivaji Nagar IC

18 .0 G L5
86m
GL7
GL 25
m

GL
27 GL
19
90

G L25
h

GL2
0
gt

GL2
1
GL 23 S T A. 17 + 64 3 .1 43 GL25
L en

GL2
G L23 GL16 2
ON

GL 24
GL1
A TI

6
8m

-2
P

C C P2
GL2
ER
16

3 GL
GL1 18
7
GL1
C EL

6
n ce

DE

GL1
ta

9
GL1
56
D is

GL 7
17
00
SE

GL
GL1 28
NO

GL 6
19

GL 23
PL
I LR
5 GL
26
GL 14

GL31
GL23

GL
10
GL1
GL 2
10
GL 32 G L14

GL10
GL8 GL1
GL26 2

GL8
GL
33

GL7 GL8
GL 29 GL2 P
C
CP -3

6 3
GL
GL 7 4

GL 7
GL
29 GL2
GL 7
9
57
00
S TA .1 7 + 7 6 6. 61 8
ACCEL ELERATION length 2 60m

AM
GL2
9

GL1
0
R= 19. 1 9. 51
95 12 3m
15 47 0 (2 . 5% )
A= S TA .1 7 + 7 8 7. 14 3 6m
0m

100 ( ST A .0 + 3 9 9. 17 0 )
16
h
gt

GL1
l en

GL1 1
6
GL1
N

GL
8 31
GL1 GL 35
3
T IO
E RA
EL

GL1 GL GL3
9 18 3
C EL
ノーズ間距離 442m

AC

GL 30 GL3
2

GL
19
GL2
8

GL
26
00
GL
34

GL22

GL3
S T A. 17 + 88 2 .6 18 6

GL2
1
TAPER 6 0m
Nose distance is one place. Nose distance 442m is secured standard nose distance 275m.

TR 3 T
TR 3 R 32
34
1
3
L

6
3
R
G

Shivaji Nagar is not full access interchange. The ramp corresponding to the U-turn route is

Shivaji Nagar is a provisional interchange with extension plan. It is designed 60km/h

Final Report
Preparatory Survey on the Project for Construction of Mumbai Trans Harbour Link

ST A .1 7 + 9 42 . 61 8
チルレ IC 側
 Preparatory Survey on the Project for Construction of Mumbai Trans Harbour Link
Final Report

9
5

0
6.0 00

WAR
G L4 7

000
GL 5 2

-54)

11 .000
G L 30

LIN th
G L 53

6.0
Straight length is 220m. Small

1 4.00 0
GL 4 6 9 .000

7.00
Le ng

E
GL 4 9

00

0
G L 27
GL 4 1
C
A S
8 G A S 9
IL -G A

5.0

(S H

6.00

8.00 0
R 3
T I L
G A -G

00

6 .000

TO
°

1 6.000
3. 29
ID
R 3 4
T

L4 7 0

GL
G L 45 G
B 5
L
B L 2
5

9 86 G L 43 GL 7 0

ON
C

00
GL 3 2

00
+
7.0
19 11.

5.0
O

6 .0
G L5 3

RA TI
00 E P
1

A. GL 5 3 000
T 2
U 8
H

ST
P 9
L
T 2
H U 8

6. 000
E
82
T 2
H U 6

GL 51
S HOP
P 4 1
W

6. 000
U T
H 2 5

PIP
GL 1 9

CE LA
GL 3 9 11.0 12
4 2
W P

12.0 00
8.0 00
5

7 .00 0
.0

Nose distance is 250m, 245m

G L 42 HOP
S GL 7 1 00
G L4 5 T 9
R T 1
0 T 11
R

G L5 0 00
00
R

DIA
T 2
H U 4 T 1 2
R
4 U T 2
H 3
.00

00
5.0 G L18 G L 5 64

AC
0

effect of broken back curve.

13. 000
HOP
S 0
2 2

GL 2 0 G L5 1

6.0
H U H T
T U

G L 37

ER
.W

1 0.00
C
W 3
2

SH
OP 6.0 00 9.0
00
6 0
T R 1
6
T 2
U 1

7 .000
R 4
T H

AT G L7 2 62
G L5 G L5 6 3

15.
6 U T1 9
H
6 P 1
L 0

0
AT
R 3
T .00
G L2 1 GL 3 3 G L 49
L 1
U 4 3

G L 54
C L 1
C U 0 11 .000

ER
12
G L 52

5.
T F
6
T1 4
F
W P E
6 T 1
R 7

GL T 1
R 8 .0

3
00
T 1
R 9

C
P
-1
1 5
E P 2 0
R T 00
GL 4 0 GL 2 2

1 4.000
F 4
T T F
5

GL 5 3

0
W
R 2
T 8

GL 1 7

P IP
2 7
6 2 T 6
H U 3
6.0 00 T R

G L27
H U T

GL 5

00
65
GLL11

11.0 00
00
G
7 2 W P 4 R 2
T 9 F 3
T
L
B 1 1 1
C CU UL
U T
H 3 1 5.0 7 L8
GLG

.0
1 5
C U L 6 A 3
N A L

GL 1 8
U L
C 1 S HOP

MJP

11
5 .00 0 G L6

E
3 0
T R
E P
2

1
L 6 GL 3 8 W P E
5 5 9
U T
H 5.00 GL 4 8
00 G L3 2
B T 5 6
U

11 .000
0
L IN
R 3
5 H
T

G L4 7

5
5.0

.00
3 0 U T
7
5 5.0
SHOP
U
H T H

U L
C 3 2
5 .000 00
GL 1 9
T 2
9

4 3

0
W
2 5
T R

P
R 3
T T R H U
3 4
R T 8

GL 2 3
9

12. 000
T 8
R 0
T 9
R
L T 9
R 1
B AI D I ESA U T 5
H 8 W P 4
3
MU M

9 .000
NE W U T
H 2 7
E 4
W P

8.00 0

12 .000
L 9
U
C U
C 0
1
L
3
H U
T

6.00 0
5 .000
N A 1 8
L A

G L28
5

S HOP
L P

00 GL 4 6
6.0
A 4
N A L

GL 2 0

6.0
G L 21
0

G L2 4
6.00

W 1
3

00
W P 3
0
C

7.00 0
T 5
H 3
U T R
9
T 3
H U 2 A 1
9
A L
N

GL 2 9

13
10. 000
S HOP

.0
00

E
.0 G L 22
TA

00
3 6
U T

GL
9 59 5 .000
H

ION LIN
2 0
N AL A 11 .000
PE

9 .000
+
W 1
C 2
3 4
U T R 1 8
T 1 0
C U L

0
H R 2
T 0 W LE
WEL R 1 1
1L
TL 944

GL 2 3
R

.2

00
.0 00
TE NS
S TA
5.0 00 R 2
T 5

G L 30

0
5 .1
68

11.0
2

0
2 4
T R 9 8
U L
C
IL 1
R

34
W
E LL
E LL 1
W 00
1

1.0
G L2 4 G L3 5
m

1
2

4 3
HIGH
T R 7.00

W
P
WEL L

1
+

00
2 2
T R E LL 77
E
TA

W
W 0
3 1
E
T R
7 R 4
T 3
M P
T L

21
TA PE
3 2
L E L L
W E 8
T M P T 2
H U 1
0
1
L
R 2
T 9

A.
PE

1 I
R
T 2
H U 0 T 1
H
E 3
M P L
T E 3 T M
P L
T M E 1
P L T 2
H U

ST
U T 2
H 3 H T
8
2
HOP
S

R
M P L
T E
T 2 4
H U L P
4 I L
R 9 1
R

00
2 5
H U T T 2
H U 3 T 1
H U 9 6
8 R 4
T
S HOP T 6
7 6.000 T
R T 8
R 5 R 4 0
T 4 2
T R

61 m
0 E 2
P L T 2
5 2 4
U T
H H U 2
8 L 9
C U
H U R T 8
3 T
R IL 1
R
E 3
M P L
T T M

GL 2 6

5.0 00
6.0
8.00 P 2
L R 4 4

H UT
66

8.00 0
U T 2
H 6 T

GL 2 5
HOP
S U T
H 6 5 0 P 3
L

2 9 2 6
U T

8.00
H U T H R 2
T 6 6 6
U T

11.00
H 0
m

T 6 4
H U W P
2 I L
R 3
1

G L29

00
1 7
U T
H R 2
T 9 5
T 3 1
H U 6 8
H U T R 4
T

GL 2 7

12.0
G L 28
3 0
T R 7.00
GL 3 4

6.0
1 0
C U L 1 1 2
T

6 .000

0
H
3 1
T R
0 T 3
H
U T 2
H 8

G L5

0
H UT GL 4 5 9 G L 27

00
O H E .1 9
8 3 T 6
U 2

G L2 6
9 .000 6 3
H U T H

T 3
H U 0 U T
H 6 9
U T
H 3 1

G L17
1
6

GL 2 5

6.0
4 7 0
U T 6 0
T 4 H U T
U T 7
H H R 6 1
T 4 E P
5
R

0
5.00

0
1 8
U T

00
.0
H

GL 2 4
5 .000 5. 000 8.00

5
G L3 4 G L6 G L 37
P AGL
RTS
0

00
35 GL 45

0
6

PUMP
A UT O .0

9 5 .0

7.0

10.0
A NIL
7 2
H U T 10.0
G L16

00
00 7
T 1
H U 3

GL 47 G

TROL
00
G L 45

0
T 2
H U 9

G L 15

7.0
0
GL 3 0

00
G L3

13.00
+
H UT G L 30 GL 3 3 GL 5 1

CE PE
O H 3 .2 0
E 8

GL

10 .000
T 7
H U 1

GL 3 6
W P
8

GL 3 7 GL 6 6 G L6 8

21
G L3 6 GL 52 GL 9
7 6
R T

G L4
T 7
U 3 7 7
R T

9 .0

RELIAN
H 7 8
T

A.

9.0 00
P
DECEL
P 2
6 R T 7
R 9 3 8
R
0

1 1.00
S HO
U T
H 2 9 W W
5
P T

0
4 2
5
P

7 .0 0

ST
GL 5 3
L
00 R 4
T 0
5.00

0 0 GL 1 6

11 .000
2 3
T R WL 9
E
W 0
7. 000

0
ER ATI
5.

8
R 4
T 0

GL 2 7
T 1
H U 5

.0

11.
U T 2
H 8

0
GL 3 8
W P
6
5.00

00
0
ON Le GL 4
2 7
H U T L 1
E
E
L 1 22
LL

G L3 5 G L2 9

000
W
W 5 9
U T P 4

G L4 6

6 .000
H L -T O
B .1 9
8 3
O H E A

G L13 GL 1 8
6
R

GL 4 3
0 O P 3
L -T
B B 1
L 3 T

G L4 2 GL 4 0
ng th
T 6
H U 5 8
U T

GL 48 G L 45 5
H

G L 39 8 4 T 1
U 3 T 1
H U 4
G L 30
GL 3 G L 32
T 4
R 4 6
6 5 R T H

G L50 U T 65
H
U L 1
C 6
GL 5 1 1
130m G L 36
W P 2
7 T 5
H U 7

G L35
T R 3
9

00
6.0 00

11.0 00

11
W P
7

G L3 3 G L3 2 G L31

HU T

3 .0

.00
. 2
H E 8
O 3 1

GL 4 1 G L 37

5.
2 7
T R 5.0

12 .000
L 3
8

GL 3 4
R IL B
- 3 9
R IL -B L

00
5 R 3
7

GL 1 8
L -T
B O P 00 T

+ 15
HU T
GL 5 2

000

0
-T O P
B L 6

GL 3 6 G L5 G L 33

5.00

10.00
4 O P 2
B L -T L -T O P
B 0 8

6.0
U T
H 5 T R
3

G L2 0 GL 5 6 4
R IL 1
6

8.0
00
U T 5
H 6 T R 2
8

GL 6 4
R T 7
3

10 .000
T 7
R 2

21
B L O P 1
- T 7
1 I L
R 5
1

00
C U
L

9.0
B 1
L 4
0 L
B 0
1 5 8
R 6
T 6 9
T

00
0
5.0
S 5
L .G A 0 T 5
H U 4 R

S T A.
.G
L

S
A

50

HUT
I O
O

GL 4 2 3 GL 5 6 1
I

3 7
T R

GL 4 5

7.0
S 1
G A 8

00

.0
L D)
L P
4

5
6 .0
GL 11

7.0 00
GL 5 62 3

00
0
GL 6 3 G L2 6 GL 56
R IL 1
7

.0

(O
6.00
U T
H 5 5 0 0
00

+ 225.00
T 4
R 6 8
0 4 1
P 5
L

7.0
T 4
R 6 9

B UILD ING
2 .0
GL 6 G L2 1 GL 3 4 G L1 9
0

7 .000
9

GL
L 2
C U 1 S 1
G A

11 .000
1 H
6 6 2
U T 1
00

00

10.
H U
T

GL 4 3
5 7
U T
H
7 5.

GL 2 6 GL 2 9

5 .000

000
10 .000

10.0 00
HUT G L 30 GL 3 3 G L 34 G L 5 60
11.

STA.21
7
+

G +
M P L
T E 2 T M E 3
P L

5. 000
R T
6 T 6 C U L 3
2 2

P LE
B L P 7
-T O R U
C

RA ILWAY
TE M 000
-T O P
L 8 6 5
1

G L 65

5 .000
T 5
H U 9 B R T 6 4
R T

GL 2 3 GL 7

10.0 00
1 1
U T
.2

N ose Dist ance L= 250m > 215m(V=

G L 55 9
1 0
T H

GL 2 5

9
H U

9.0 00
S TA

GL 3 2

.00

STA.21 + 575.225
H E
O . F
8 3 5

00
L E
T M P 1

4 .000

11. 000
51

60km/h)

7.0
8. 000
R 9
T
m

GL 4
3 .2 2
E 8

.0

4
GL 2 1

0
O H
160

G
P
S
-4
G
S
P

-
GL 2 3 G L3 0

00
1 1
T R
PT

5
GL 2 1 00
YS 10. 000
00
5.00 0
L
B 3
1

6.0
T 2
H U

SUNRA
.0
58
S JN

G L5

8 .000
3 R 3
T 6 10
G L1 9 G L8
O H 3 2
E 8 . T 9
H U
R 1
T 2
h

6 .0002 4
AL
1 2
H U T
gt

93m GL 4 44

)
L
B 0
1 2

GL

STA.21 + 825.076
(STA.0 + 48.268
25.4
X 3

TERMIN
D

AC
1 3
0 R -B O

GL 2 2 GL 5 57
nn

L
B B 1
L 4

5.0 00
1 0
T R
AR

CE LA
7 0
T
)

5 .000
INER
R 7 1
T

NS
R
Le

54

G L4 4 9

11 .000
4.0%)
7 4
R T
T 7
R 5
W

GL 2 3 G L 24 GL 5 56
5 0
A L
N 2 0
G L4 8 1

TIO
G L 31
RA TI
CONTA
H-

G L6 7 GL 2 5
5 4
L P 0
9.00
TO

G L 28
T 5
H U X 3
-B O 7
N

R
5
G L2 G L 55 5

SEC

0
(S

15450(
IO

7.00
ON GL 2 1 G L22 G L 44 6 G L 5 54

SUB
AT

1 5

6.0
Le ng
5 3
U T
H B L

9
G L 69 G L1 6 GL 5 6

DE C EL ER AT I ON L e nn gt h 2 15 m

D E CE L ER AT I ON L e nn gt h 2 47 m
GL 2 7 GL 2 8

5.00 0
POS
LER

GL 19 GL 5 5 3

00
111m GL 48 2
G L2 26.

AY
0
th G L 31 G L5 6 8
3

GL 5 5 2 GL 5 67
O X
R -B

ING
G L 5 70
26
CE

G L 1826.021m

R AIL
G L2 9 2 1

(4.0%)
G L5 7 GL 5 7
0m
T 8
0

LL EL

63 °4
R 1 3 .2
8 4
DE

G L 44 7

-12
GL 3 2
R T 8 H E
O E 0
1

C
P
GL 5 7 3
O H
T 8
4

RAL
GL 1 7
R T 8
R 7

5.0
3 4
R -B O X

GL 5 74

PARA
GL 48 3 GL

00
X 1
R -B O

GL 1 7 GL 3 3

15450

CENT
5

00
O X
- B
R 3

GL 5 7 5

5.0
0 0
E
00
GL 2 2

5.0

7 .000
.0
- B
R O X 3
6 H
O

AND
G L 70

10.
4

0
L
B 7
1 6.00 0

5. 000

7′

.00
5 0
L 1 O H 3 .2 5
E 8

GL 3 9 m
A
N

G L 4 45

00
GL 5 1 GL 4 48 22.934

000
B
L 1
4
6
L T 4
R 4 7
7 4 R T 5

GL 2 7
E 0
O H

10
G L 20 m
X 2
R -B O
GL 3 4 G L2 0

11.0 00
5 3.
26.639 4 T 8
H U 2 1
U T

GL 4 8
4 H

-10
GL 2 7
R -B O
X L P
5

15561(1.8%)
G L18

C
P

10.0
2 8
H U T

G L3 5 GL 2 1

9.00
0
2

G L2 6

5.00
L
B 0
6 2 H U
T

GL 1 9

16″

00
GL 1 7 G L 32 G L2 5

0
G L31

0
GL 3 5 GL 2 2
GL 2 3 GL 2 5
3
1

8. 000
P
W

23.214m
9 2
R T

G L2 6
9 3
R T

5
C UL
6 0
6

GL 4 8 GL 2 3
4 7
R T 8
9 4
R T T 4
9
7

5.0 00
R

GL 4 5 0
5.0 00 1 5
U L
C

GL 2 1 T 6
H U

0
O H E .2 6
8 3

+ 219.00
0 0

GL 4 0
L 5
N A

G L24 G L2 8

11. 000
6 0
7

9 G L2 9
H U T
7 U L
C

4m
G L1
4

00 G L4 9 23.13
T R 1
0 W P 1

0
R 2
T 6 U T
H 8

5.0

00

4.00

15704(2.5%)
T R
9

.0
4 7
R T 4 7
6 R T

GL 3 0

5
GL 2 2

STA.21
G L3 1
O H E
4 .0
2 G L 24 1 0
GL 4 5 GL 1 1G L 11

5.0

7. 000
3 .2 7
E 8
O H 00 R 5
7
9
T

00
T R 4
0
8

5 4
P 5

GL 4 7
L

6
G L22 GL 4 8

6 .000
3 4
T
H U

G L3 9 7 2
T 4
R
R T
4
3
7 G L1 5 22.741m
G L 20 H E
O
T
. A
8 3 G L5 7 6 G L8
GL 4 5 G L 57 7 GL 5 7 8

.000

10. 000
0 T 9
R 7

G L4 1 GL 5 82
T 9
R 6 U T 3
H 2
5

G L 18
5.00 9 T 9
R

G L4 4 G L 58 1
A L
N 4

0
GL 5 8

0
3

10
00
H U
T

Because the railway crossing

T 2 9
U 1 9
U T

GL 1 7
H H

11.
9.000

10 .000
1 7
U T
H 1 8
H U T

GL 4 5 4

5.0 00
C 4
U L 4 6
U 3
9

5 .0
7 0 7 1
R T 4 T 4
R

STA.21 + 587.326

8.0 00
9 8
T R 5

00

4.0
S 1
A 6
G R 5
T 9 6
H U T
2
1

4 9
U L
C 8

00
4 4
U U
C L 9 5

00 T 1
H U 3 U T 1
H 4

(STA.0 + 446.377)
SHO P
5 4
L P 6

STA.21 + 832.630
00 4.0

5.0 00
5.0 H T R
4
1

N ose Des tance L =245m > 215m(V

4 9
U L
C 7

1 1.0 00
7

56 T R

GL 4

=60km/h )
6 6 R
R T 4 6 7
T 4

section is a nose, the nose is

G L1 7 R 5
T

Nose distance is 247m, 215m

R 6
T

7. 000
GL

6.00
0
5.00

0
000
5.00 8.
0

1 0.000
4 6
T R T
2 4 6
3
R

G L5 8 5
9
P 1
5 U T
H U T
H 1 0
W
T 8
H U 2 4
U T
H
OP OP
SH SH
GL 3 1
0 T 7 TH
U2 2 35
RT T 1
H U

10.0 00
U
H

L4 5 8
G5.00
00
0 GL 3 4 11. G L 5 79
G L2 9
L P 5
7
4

G L 20
5. 000
G L 27 G L 58 4
2
T R 2 G L 58 3

G L2 7 GL 2 6 GL 5 8
6

9. 000

10 .000
0
G L 30
6.00 0

5.00
designed to be positioned in
GL 3 5 GL 2 2 GL 5 8 7
GL 2 5 G L 31 R 3 2
T

5 .000
GL 2 3 GL 2 3
6 1
T R

SHOP
G L2 4

11 .000
6. 000

11.
8.0 00
T 8
2

000
R
2 8
H U T

000
7 9
R T 3 90
TT
H UU 2

0
H

0
G L4 9

11.
4.00

11.00
P 2 3
L U T 2
H 7

9.0 00
2 3
U T
H UU
HH T 22
T 54

consideration of the bridge

7. 000
00
G L 48
U T
H 3 4

YA RD
OP

4.0
SH

10.
U T 3
H

INER
9 9
5 5
T R
A S 5
G

000
R 5
T 9

5.00
CONTA S HOP
6
L 0

0
B 6
L 3
0 B

00

1 0.00
G L 58 8

0
5.0
T 6
R 3
6 4
R T

6.00 0
6 9
R T
5 6
H T 5 6
9
GL 5 8
R 6 0
T T 7
R 0 T 2
H

10.0 00
T 7
R 5

GL 4 6
T 7
R 6

0
8 11
T
R T 8
R
1
GL 4 7 . 00
GL 2 6 0
R 5
T 8

7 4
R T
7 3
R T
0 GL 5 9 1 GL 5 9
5.00

5.0
E G L 59 5

ON LIN
GL 4 5
G L5 9 4
0

00

column position.
4.0 00

G L42
NSI
2 4
94

GL 4 4
5 1 LL PP 5
R B

HIGH TE
U T
H 3 5

4.00 0
GL 4 0

1 1.00
GL 4 3
10.0
3
G L 59
5 6
T R T
R
4
3 00
4. 000 H U
T

1 1.
GL 5 6
T R R 4
T

6 .000

6 .00

11. 000
0

0 00
R 2
T

GL 4 5 G L4 6 GL 25

SHO P
R 3
T

6 7
R T T 6
R 8 5 7
W P
T R 5
3

8. 000
6 2
L P

G L4 1 10
R 5 4
T
9 .00
GL G L 47 .0 T 3
H U 2

G L 23
0
U T
H 3 1

T 8
R 5 5.0 0 0 4 0
T

00
U
H
TR 8
6 T 3 8
H U

10.
T 3
H U 0

GL 9 5 T 2
H U 8
GL 5 9 2
PT

000
G L 42

7 .000
P T 3
9
S HO
U T
H 2 9
P 3 H U
3 9
6 5
R T L R B
4 P
E

GL G L 34
R T
6

7 1
R T

G L2 7

000
GL T 3
U 6 T 3
H U 7 T R
1
JN

7 2
R T
H U T
7
2 P P
W 9
1
0
2 H A S 7
G
W 3
C 8

10
7 7
R T 8 9
B L
7 8 9 1
B L

GL 2 6

10.
.000
R T T 6
G

G L97
C W - W - T 5
G 2 5
L P 3 6
T 3 7
T
T 8
R 3 C H U H U
T 8
4
R L 8
B 7
L 0 3
C W 1
B

HU T
7

G L 35 G L 22
L 8
B
B L
9
S

G L 21

TEMPAL
G L3 1 1 8
E P 11. T 3
U 6
3 7
U T H
RD

G L23 GL 2 4
U T 3
2 H 1
H U T 3
1 000
GL 2 2 GL 3 4
H 2.0
U T
H 3 8
T 3
H U 9

GL 9 9 4 1
U T
00
2
H
H OP
4
T 4
H U

0
S
GL 2 G L3 5

.00
R 4 T
T R 3 4 0
U T
H
1
G L3 2
WA

T 3
H U 1.0

10
1 7
W P
00

6.00
8.0 T R
6

7.0 00
GL 3 1 GL 3 3
GL 1 00

0
10
00
TO

5.00
G L 34 .0
00

Y BUILDI NG ( OLD )
GL 3 7 R 5
T

9.00 0
T R
8

L
B 6
1 L
B 7
1
1 6
U T
P 2
L 6 H
H T A 2
1L
UA 8 4
N B L 5
1 10
H U T
7
1

A
L L
A
N C 1 4
U 9
S .00
GL 1 3
3 1 2
T R

G L9 8
A L 2
N A 1 3
T R

13.
0 1
W 1 0
9.0 00
L 9
2 C

G L1 2
B 9 0
B L A L
N A 2 0

A 2
A L
B 4
L 9
N

000
B L 8
4

G L1 1
W .
C A T
G E 1
W P
8
L 2 1
A A
N
A S 3
G

G L 10 G L2 4
8.00 C W A T E
. G 2
G L9 G L3 0

5.0

12.
0 9.
00

Source: JICA Study Team

Figure 6.4.5 Chirie IC

(2) Approach to Acceleration and Deceleration Section

The plan of 2-lane ramp is based on 2 control point, showing in the following A and B.

A. Specified length of 2-lane section is secured as an acceleration and deceleration

section. Width equivalent to one lane is secured at the end of the tapered section.

B. Width equivalent to two lanes is secured in the middle of the acceleration and
deceleration section (at a point that is away from the nose by a distance which is
80% of the specified length of one lane).

2-lane-wide point in the middle of the acceleration and deceleration section will ensure
smooth alignment and smooth transition to and from the main road. The all planning ramps
are based on A and B, because of all ramps have 2-lane.

B. 2-lane wide point on the

A. 1-lane-wide point on the extension of the ramp
extension of the ramp

１車線規定長×8 0%
テーパー 長 ２車線 加速車線長

Source: JICA Study Team

Figure 6.4.6 Diversion and Merger Form of a 2-Lane Ramp

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6.4.6 Study of the Number of Lanes on Interchange Ramps

The number of traffic lanes on interchange ramps are provided more than 2-lane in Final FS
2012. However, it is not clear the reason. Therefore, it is studied based on the Japanese
standard in consideration of the result of traffic demand forecast in 2042.

Required number of traffic lanes from the traffic demand forecast is shown in below.

Sewri IC

2-lane is required to C2 ramp connecting main alignment and Mumbai port. Other ramps
require 1-lane.

Shivaji Nagar IC

2-lane is required to on-and-off ramps connecting main alignment and Navi-Mumbai Airport.
Other ramps require 1-lane.

SH54IC

1-lane is required on both ramps.

Chirle IC

1-lane is required to all ramps.

From the above, the required numbers of ramps are 1-lane or 2-lane. However, in case of 1-
lane, the width shall be kept enough for the passing vehicle next (side) to the disabled
vehicle.

In case of the small curve radius, the required width of semitrailer will be approximately 6.0m
(=5m +0.5m on both side as some room width). This width is not so different from 2-lane
width with 7.0m.
1.5 m
5. 0m
0.5m

Source: JICA Study Team

Figure 6.4.7 Traveling Locus of Semitrailer (SH54IC)

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In addition, the ROW has been secured in consideration of 2-lane ramp of previous study.
Therefore, the numbers of traffic lanes on ramps are decided as follows.

Table 6.4.3 Number of Traffic Lanes on Ramps

Required Lane
Lane Number Applied Lane
Ramp Number in Remarks
in 2012 Number
2042
Except for connection
1
Sewri IC, all ramps 2 2 ramp to western
2 for C2
freeway
Shivaji Nagar IC 2 1 2
On-and-off ramps
connecting to main
2
alignment and Navi- 2 2
Mumbai airport
Other ramps 1
SH54IC, all ramps 2 2 2
Chirle IC, all ramps 3 1 2
Source: JICA Study Team

6.4.7 Study on the Number of Toll Booths on Interchange Ramps

Toll booths are provided on Shivaji Nagr IC. The traffic volume passing Shivaji Nagar IC
turned out more than the previous study result. The reason is mentioned in section 4.3.

In this section, the number of toll booths at Shivaji Nagar IC was examined based on the
forecasted traffic volume in 2042.

As a result, 6 toll booths will be required for the ramps connecting main alignment and Navi-
Munbai airport in 2042. Other ramps require 3 toll booths.

Table 6.4.4 Required Number of Tall Booths at Shivaji Nagar IC (2042)

Ramp (direction) Required Toll Booth
Navi-Mumbai Airport ⇒ Swri 6
JNPT Port ⇒ Sewri 3
Sewri ⇒ Navi-Mumbai Airport 6
Sewri ⇒ JNPT Port 3
Navi-Mumbai Airport ⇒ Chirle 3
Chirle ⇒ Navi-Mumbai Airport 3
Source: JICA Study Team

On the other hand, ROW of Shivaji Nagar IC has already been secured and maximum 4 toll
booths can be provided to the ramps connecting main alignment and Navi-Mumbai airport
within the current ROW. In case of 4 toll booths, it will be utilized without any congestion until
2032. However, after 2032, it is proposed to do away with the toll booths on ramps and
establish large toll booth on main alignment (around Ch.17+000) newly. Besides, it is

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recommended that necessary environmental clearances shall be obtained before

establishment of the new toll booth.

For sections where the lanes are broadened, such as an acceleration and deceleration
section of an interchange and a toll gate, the extra space is designed to be the alternative to
an emergency platform for effective utilization of the space.

6.4.8 Design of Cutting Section

There is a large cutting section with 25m height in Navi-Numbai side. The cutting section was
studied on the basis of the previous study. The blasting shall be used for excavation since
there is basalt rock on Navi-Munbai side according to the geological condition. Accordingly,
the cutting slope can be adopted with 1:0.5. Before the cutting, have to reconsider the cutting
slope and width of berm based on geometrical survey in mountain section.

In the cutting section, changing the height of the upper and lower line, it can be considered a
method to reduce the amount of soil. But there is Toll Gate, to change the upper and lower
road is difficult.

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30m
Cu
ttin
gL
=
V= 380m
24
0,0
00 3
m

30m
30

40m

50m
70

60 m
60
+3

+4

00
19

19

+5
19

0
60
19+

0 0

30
+7

m
19

00
+8

60
19
0

+8
0
+9
19
19

30250
2500 11750 3000 10500 2500
3500 3500 3500 1250 3500 3500 3500

Source: JICA Study Team

Figure 6.4.8 Typical Cross Section of Cutting

)
R
O
ID
R
AY

R
AD

C
W

AD C
O

R (DF
R

AI

D
D

AZ

AI OA

PT AY
E

an

O
PL
O S

JN W
C O

rb

54
LL
ID P

bu

L
C RO

H
TO

The cutting section and toll gate

Su

R
P

are in the same section.

18+545

19+415

21+015
21+270

21+695
17+345

0 .5 % 0 .5 %

1. 1.0
6.525m 6.8m

% 5% %
1 .2
8.5m 6.2m

6.0m 4.9m
3.1m

6.0m 10.1m

14.0m 13.715m
6.0m

8.15m 6.98m
11.954m

Source: JICA Study Team

Figure 6.4.9 Toll Gate and Cutting Section

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6.4.9 Platform for Electric Transformer and Emergency Rescue Station

The support structure for the platform for electric transformer/subatation shall be separatery
provided apart from the bridge piers. From discussion with Bombay Electric Supply &
Transport (BEST) authorities, the electric transformer/substation is needed to supply the
electricity along MTHL. BEST requested construction of the platform of 5.0m x 5.0m size at
every 3km interval along the bridge on both sides for placing electric transformer/substation
of adequate capacity. Image of the platform is shown in Figure 6.4.10.

The emergency rescue stations are installed along MTHL alignment on both sides of the
inbound and outbound lanes.The emergency rescue station structure is a single span with
dimensions of 50m length and 7m width and will be installed within the median opening area
of the general section of the MTHL i.e.PC Box Girder Bridge section.

Electric Transformer
5.0m x 5.0m

Source: JICA Study Team

Figure 6.4.10 Platform for Electric Transformer on Pier

6.4.10 Pavement Design

(1) General Requirement

The pavement must be designed to accept the required traffic demand without major
structural distress. The required performance of pavement is as follows:

• Keep comfortable for the driving

• Improve comfortable and safety feeling for the road user by keeping flatness of the
road surface and moderate sliding resistance

• Create beautiful road landscape by using the pavement material suitable for
neighboring environment.

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In addition, the main role for using asphalt materials and asphalt layers on bridge is to
protect the bridge system from some possible defects and to give better properties for their
durability.

(2) Layers on the Bridge Deck

Pavement on bridge shall be met a large number of requirements as described below:

• Resistance to permanent deformation

• Skid resistance

• Rigidity

• Evenness

• Aging resistance, etc.

It also must protect the bridge structure under the heavy load of traffic and weather
conditions and is also required to absorb traffic load and transfer them to the supporting
bridge structures.

As mentioned above, there are the different requirements for the pavement structure on a
bridge. Those functions cannot be fulfilled by one pavement material. Several layers are
required for the pavement in order to satisfy the different requirements.

In general, the asphalt pavement on the bridge can be divided into four different layers:
sealing/bonding layer (primer), waterproofing layer, protecting layer and surface layer.
Waterproofing layer and protecting layer are often called waterproofing system.

The sealing layer can be made from various materials, including bituminous materials.

1) Sealing/Bonding Layer (Primer)

Asphalt layers cannot directly be bonded on a concrete or steel slab. Therefore, an

intermediate sealing layer is necessary to establish a good bond to the waterproof layer.

Functions of bonding layer on the steel bridge are:

• Assuring a enough strong adhesion the steel deck and the waterproofing layer

• Giving a reliable protection against corrosion

• Bing resistant to fatigue

• Being resistant to shear forces

The bridge deck surface has to be prepared properly to be clean, dry, sound, and free of all
bond-inhibiting substances.

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2) Waterproofing System

Waterproofing system consists of waterproofing layer and protective layer.

(a) Waterproofing layer

The durability of bridges greatly depends on the effectiveness of the bridge deck
waterproofing system and expansion joints.

The main function requirements for the waterproofing are:

• Tightness under all conditions

• Adhesion between the bridge deck and the bituminous layer

• Mechanical resistance (loads from the traffic, thermal action)

• Compatibility with bituminous mixture

• Resistance to high temperatures during the application of the hot asphalt mixture

The waterproofing products can be divided two main categories:

Sheet Type

It consists of preformed sheets mainly based on bituminous polymeric and elastomeric

materials. They are bonded to bridge deck by using bitumen adhesive.

Liquid (Splay) Type

This type is divided into following categories viz. acrylics, Methyl methacrylate polymer,
polyurethanes and bituminous base materials.

In this project it is recommended to apply liquid type in consideration of workability and

experience in India. Liquid type spray to be recommended /specified shall be
IRC/ISO/BBA or equivalent accredited. The bridge deck water proofing system
manufacturer shall have a minimum 20 years international track record.

(b) Protective layer

This layer serves as a second waterproofing layer and has to protect corrosion and to
make a flexible transfer of load from the surface layer to the deck.

Recently other than mastic asphalt, the Stone Mastic Asphalt (SMA) which added some
fiber reinforcement material is applied.

The functions such as flow property resistance, abrasion resistance, sliding resistance,
the reflection crack suppressant effect are improved by applying this SMA, and quality and
the durability are also improved.

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(c) Surface / Asphalt Layer

High skid resistance, flat surface and low noise are required to surface layer for safe and
comfortable drive. To ensure durability of the required characteristics of the surface layer,
the surface layer needs to have the followings:

• sufficient resistance against deterioration

• resistance against oil, water and minerals

• less susceptibility to weather conditions

• protection of the bridge deck and the waterproofing layer

• high stability

• resistance to fatigue

• resistant to permanent deformation

• Possession of the function of loading dispersion

The surface layer is made of asphalt. Generally asphalt mixture types used on the bridge
are Normal Dense Grade Asphalt (NDGA), Mastic Asphalt (MA) and Stone mastic Asphalt
(SMA).

(3) Asphalt Layers

1) Asphalt Layers on Concrete Bridge Deck

Concrete bridge decks are the most common and they are also susceptible to cracking
under live loading and shrinkage. The estimated life of concrete bridge is 100 years. One
condition to ensure this long lifetime is waterproofing of the deck together with a high quality
asphalt pavement.

The main function of asphalt pavement is waterproofing under all conditions, and it have to
keep mechanical stability/strength for traffic loads.

The asphalt layers normally consist of a protecting layer and a surface layer. As mentioned
above, MA and SMA are normally applied as the protecting layer in consideration of the
quality and high durability.

The surface layer should be made with a hard grade or polymer-modified bitumen.

Table 6.4.5 shows the comparison of the asphalt layers on concrete bridge deck.

MTHL is the prime route. Temperature becomes very high in summer and traffic volume will
be increased in future.

Therefore, SMA with polymer-modified bitumen which is superior in flow property resistance,
waterproof resistance and durability is applied to the protecting layer.

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For the surface layer, NDGA is recommended to apply in consideration of workability,

maintenance and cost.

The pavement thickness on bridge deck is 80mm based on the past experience of
international projects.

Table 6.4.5 Asphalt Layers on Concrete Bridge Deck

Asphalt Layer Case -1 Case-2 Case-3
Protecting layer MA (40mm) SMA(40mm) SMA(40mm)
Surface layer SMA (40mm) SMA (40mm) NDGA (40mm)
Total Thickness 80mm 80mm 80mm
- MA has high durability - SMA is the improved - Applying SMA to the
and flexibility. But it is asphalt that natural protecting layer keeps
required special fiber material is mixed sufficient function.
asphalt, plant and and reinforced. - Conventional plant and
machine. - It has high flow method can be used.
Features
property resistance
and waterproofing
property.
- Conventional plant and
method can be used.
B
Flow property resistance A A Protecting layer (SMA)
has high resistance
B
Against deflection A+ A Not required on the
concrete bridge deck
Adhesive property A+ A B
B
Waterproof property A+ A+ Protecting layer (SMA)
has high resistance
B
Workability (Necessary special plant A A
and machine)
Construction period B A A
A+
Durability A A High durability on the
concrete bridge deck
Initial Cost C A A
A+
LCC A A High durability on the
concrete bridge deck
Maintenance C A A
Evaluation - - Recommended
Legend: A+: Superior/Very good, A: Good, B: Moderate, C: Inferior/Poor
Source: JICA Study Team

2) Asphalt Layers on Steel Bridge Deck

There are large deformations in the steel deck so that fatigue of asphalt layer is more
important for steel bridges than for concrete bridges. According to the table below, the
pavement that is superior in deformation resistance (against deflection) is Case-1 and 3.
However, Case-2 is recommended to apply on steel bridge deck in MTHL in consideration
of workability, maintenance, initial cost, and so on.

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Table 6.4.6 Asphalt Layers on Steel Bridge Deck

Asphalt Layer Case -1 Case-2 Case-3
MA (40mm) SMA with Type II SMA with Type III
Protecting layer
(Guss Asphalt) (40mm) (40mm)
MA (40mm) SMA with Type II SMA with Type II
Surface layer
(Guss Asphalt) (40mm) (40mm)
Total Thickness 80mm 80mm 80mm
- MA has high durability - SMA is the improved - SMA with Type III
and flexibility. But it is asphalt that natural applied to the
required special fiber material is mixed protecting layer has
asphalt, plant and and reinforced. high performance
machine. - It has high flow against deflection.
Features
- It has high property resistance - Conventional plant and
deformability. and waterproofing method can be used.
property. However, a material of
- Conventional plant and Type III has to be
method can be used. imported.
Flow property resistance A A A
Against deflection A+ A A+
Adhesive property A+ A B
Waterproof property A+ A A+
C
Workability (Necessary special plant A A
and machine)
Construction period B A A
Durability A+ A A
Initial Cost C A B
LCC A A A
Maintenance C A B
Evaluation - Recommended -
Legend: A+: Superior/Very good, A: Good, B: Moderate, C: Inferior/Poor
Note: Type II: polymer-modified bitumen type II, Type III: polymer-modified bitumen type II
Source: JICA Study Team

6.4.11 Drainage Design

The surface drainage on the marine section can be directly discharged. However, in the mud
flat section, the surface run-off shall be collected and discharged without erosion of the mud
flat.

An image of the drainage flow is shown in the figure below.

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Source: JICA Study Team

Figure 6.4.11 Drainage Flow in Mud Flat Area

6.4.12 Median Opening for Emergency Exist

The median opening shall be provided for traffic operation during the maintenance and repair
works after operation as well as for emergency exist for vehicles at serious accidents on the
carriageway. The median opening shall be installed at 2km interval according to the
Japanese expressway design standards.

Source: JICA Study Team

Figure 6.4.12 Median Opening for Emergency Exist

6.4.13 Noise Barrier

The noise barrier shall be installed at tidal area in Mumbai side and Navi Mumbai side to
protect the lesser flamingo from the noise of traffic.

Table 6.4.7 Noise Barrier

Chainage Length Height

CH. 0+500 to 4+000 (North side) 3,500m 3m
CH. 0+500 to 5+500 (South side) 5,000m 3m
CH. 16+980 to 17+580 (Both side) 600m 3m
Source: JICA Study Team

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6.4.14 View Barrier

The view barrier shall be installed to blind the driver on the MTHL to the Bhabha Atomic
Research Centre. It is installed along the north edge line only of the main carriageway.

Table 6.4.8 View Barrier

Chainage Length Height
CH. 4+000 to 10+000 (North side) 6,000m 3m
Source: JICA Study Team

6.4.15 Safety Fence

The safety fences shall be installed during across the roads, railways and shipping channels
to protect the road users, railways and ships from the falling object.

Table 6.4.9 Safety Fence

Chainage Length Height Facilities to be Protected
CH. 5+500 to 6+078 (South Side) 578 m 3m Pipeline, conveyer, etc.
CH. 8+720 to 9+080 (South Side) 360m 3m Thane Coal Berth
CH. 13+138 to 13+510 (Both Side) 372m 3m Panvel Navigation Channel
CH. 16+840 to 16+880 (Both Side) 484 m 3m Road
CH. 18+087 to 18+127 (Both Side) 40 m 3m Road (Planned)
CH. 18+187 to 18+217 (Both Side) 30 m 3m Road
CH. 18+317 to 18+357 (Both Side) 40 m 3m Road (Planned)
CH. 18+424 to 18+492 (Both Side) 68 m 3m Subran Railway/Road
CH. 18+574 to 18+644 (Both Side) 70 m 3m Road (Planned)
CH. 18+884 to 18+929 (Both Side) 45 m 3m Road (Planned)
CH. 20+225 to 20+260 (Both Side) 35 m 3m Road
CH. 21+009 to 21+079 (Both Side) 70 m 3m SH54
CH. 21+228 to 21+423 (Both Side) 195 m 3m Railway
CH. 21+659 to 21+729 (Both Side) 70 m 3m NH4B
Source: JICA Study Team

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6.5 Preliminary Design for Bridge

6.5.1 Introduction

The MTHL structure comprises an elevated sea portion and mostly elevated land portion with
various bridge types and spans.

Whereas the Sewri IC consists of a grade-separated interchange, three ICs at the Navi
Mumbai side consists of grade separators and land approach at grade commensurate with
the vertical profile.

On the marine section of MTHL, a PC box girder with basic span length of 50m, which is
typically applied in India since it is easy to construct, easier maintain and economical, is
recommended in Final FS 2012. It can be judged that the slection of this type is approprate
from the viewpoint of strucutural rational. The standard continuous span is six continuous
spans of 50m in order to reduce the bending moment of the structure and eliminate the need
for bearings and expansion joints.

On the land portion, a PC box girder type with basic span length of 30m is recommended in
the study in consideration of constructactability, cost and construction period. This type is
also commonly applied in India and hence easy to construct. Moreover, the number of
expansion joints is reduced, hence maintenance requirements are reduced and driving is
smoother.

As for the locations in which long span bridge (150-180m) is required to cross significant
obstacles such as channels, pipelines and creeks, the comparison of the optimum bridge
type is carried out in this chapter. The steel box girder bridge with steel deck is selected
because construction period can be greatly shortened by using the large block erection
method.

6.5.2 Improvement of Main Bridge Plan

(1) Span Arrangement

1) General Section (Free of Obstacles)

The basic span length of 50m in the marine area is determined considering fishing boats
and vessels for seabed dredging. There is a fishing port nearby the MTHL and the fishing
ships which go in and out of the port for fishing activities shall cross under the MTHL.
Furthermore, sand from rivers easily accumulates in the Mumbai bay necessitating periodic
dredging of the Mumbai bay sea bed.

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There are areas where span length is 40m but it is confirmed that there is no effect on
fishing ship transportation and sea bed dredging activities. The above was indicated in both
Final Feasibility Report, 2012 and Advisory Technical Committee.

The span length in land area is planned as 30m basically. The bridge with its span length of
30m gives satisfactory results in India, and is an economical type.

2) Special Section on Marine Area

The span arrangement was determined based on the utility survey in section 5.4 and the
determined span length is shown in Table 6.5.1.

Table 6.5.1 Crossing Utilities and Span Arrangement

Horizontal
Obstacles Chainage Span arrangement (m)
clearance
Tata Intake and
Discharge 94m No. 3+395～No. 3+715 85+150+85=320m
Channels
Tata Coal Berth
2x94m
Channel
Pipelines - 90+2@150+2@100+93=683m
No. 4+625～No. 6+078
Coal Conveyor 5m 120+180+120+140+120+90=770m
Cooling Water 94m
Pir Pau Jetty -
Thane Creek 2x94m No. 8+620～No. 9+180 100+2@180+100=560m
ONGC pipelines (Mumbai to Navi Mumbai)
-
BPCL pipelines 84+2@130+180+115=639m
74+4@95+65=519m
No. 11+880～No. 112+2@180+100=572m
13+610 (Navi Mumbai to Mumbai)
Panvel Creek 2x100m 98+140+150+180+90=658m
55+4@95+65=500m
100+2@180+112=572m
Source: JICA Study Team

3) Mangrove Section (Navi Mumbai side)

There is a mangrove area that occupies about 2km from the sea shore vicinity along the
MTHL in Navi Mumbai side. The mangrove section is divided between the shore area and
land area at the Shivaji Nagar IC. The span length is 50m at the mangrove section from
Feasibility Study Report, 2012. Since sea water will be blocked at the Shavaji Nagar IC
after completion of the planned coastal road by CIDCO near the IC, the 30m span can be
generally applied from Shivaji Nagar IC to Chirle IC in consideration of construction cost
and construction period.

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Source: JICA Study Team

Figure 6.5.1 Mangrove Section (Navi Mumbai Side)

Reduction of the adverse impact on the mangrove on the shore section has been also
studied in this study and a span length of 80m is proposed. However, this proposal is not
adopted due to the high construction cost.

4) Railway Crossing Section

Regarding the railway crossing, consultations were made between MMRDA and Indian
Railway. Through the consultation, a bridge type, pier location and shape were concoluded.
Determined span length at each railyway crossing is shown in Table 6.5.2.

Table 6.5.2 Crossing Railways and Span Length

Crossing railways Horizontal clearance Chainage Span length (m)
Suburban railway 70m No. 18+421.5～No. 18+491.5 70m
Railways
(DFCC corridor, Panvel- 195m No. 21+232～No. 21+427 3@65=195m
Uran, JNPT railway)
Source: JICA Study Team

Source: JICA Study Team

Figure 6.5.2 Crossing Railway Section

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5) Crossing Road Section

The span length was studied with reference to the Utility, Facility and Navigation Survey
(shown in section 5.4) and was decided considering the horizontal clearance for the
crossing roads. The existing and planned crossing roads were identified in consultation with
CIDCO. Determined span lengths are shown in Table 6.5.3.

Table 6.5.3 Crossing Road and Span Length

Horizontal
Crossing roads Chainage Span length (m)
clearance
Existing Road About 6m No. 16+840～No. 16+880 40m
(Mumbai to Navi Mumbai) (Mumbai to Navi Mumbai)
CIDCO Coastal Road No. 17+320～No. 17+471 45+49+57=151m
About 27m
(Planned) (Navi Mumbai to Mumbai) (Navi Mumbai to Mumbai)
No. 17+341～No. 17+482 57+34+50=141m
Planned Road About 33m No. 18+087～No. 18+127 40m
Existing Road About 7m No. 18+187～No. 18+217 30m
Planned Road About 24m No. 18+317～No. 18+357 40m
Existing Road About 6m No. 18+421.5～No. 18+491.5 70m
Existing Road About 4m No. 18+421.5～No. 18+491.5 70m
(Mumbai to Navi Mumbai) (Mumbai to Navi Mumbai)
No. 18+574～No. 18+644 35+35=70m
Planned Road About 30m
(Navi Mumbai to Mumbai) (Navi Mumbai to Mumbai)
No. 18+554～No. 18+644 40+50=90m
Planned Road About 30m No. 18+884～No. 18+929 45m
Existing Road About 15m No. 20+225～No. 20+260 35m
SH54 About 26m No. 21+012～No. 21+079 67m
Planned Road About 12m No. 21+427～No. 21+467 40m
NH4B About 25m No. 21+660～No. 21+730 2@35=70m
Source: JICA Study Team

(a) SH54 (b) NH4B

Source: JICA Study Team
Figure 6.5.3 Crossing Road Section

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6) Conclusion

The span arrangement for whole MTHL is shown in Figure 6.5.4 and Table 6.5.4 to Table
6.5.5.

Note: General section (marin section), span arrangement 50m

General section (land section), span arrangement 30m
Special section, span arrangement is shown in Table 6.5.4 and Table 6.5.5
Source: JICA Study Team

Figure 6.5.4 Span Arrangement on Main Bridge

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Table 6.5.4 Span Arrangement on Main Bridge-1

Chainage Category Span Arrangement
2,900m
General Section
No. 0+495～No. 3+395 (2@50m, 3@50m, 3x2@50m, 5@50m,
(marine area)
7x6@50m)
Special Section
No. 3+395～No. 3+715 320m (85m+150m+85m)
(marine area)
910m
General Section
No. 3+715～No. 4+625 (2x6@50m, 40m+2@50m+40m,
(marine area)
40m+50m+40m)
1,453m
Special Section
No. 4+625～No. 6+078 (90m+2@150m+2@100m+93m,
(marine area)
120m+180m+120m+140m+120m+90m)
General Section 2,542m
No. 6+078～No. 8+620
(marine area) (6x6@50m, 2x5@50m, 46m+3@50m+46m)
Special Section
No. 8+620～No. 9+180 560m (100m+2@180m+100m)
(marine area)
General Section
No. 9+180～No. 11+880 2,700m (9x6@50m)
(marine area)
1,730m
(Mumbai→Navi Mumbai)
(84m+2@130m+180m+115m,
Special Section
No. 11+880～No. 13+610 74m+4@95m+65m, 112m+2@180m+100m)
(marine area)
(Navi Mumbai→Mumbai)
(98m+140m+150m+180m+90m,
55m+4@95m+65m, 100m+2@180m+112m)
General Section
No. 13+610～No. 16+610 3,000m (10x6@50m)
(marine area)
No. 16+610～No. 16+840 Mangrove Section 230m (40m+3@50m+40m)
No. 16+840～No. 16+880 Crossing Road Section 40m
(Mumbai→Navi Mumbai)
(Mumbai→Navi Mumbai) 440m (45m+4@50m, 45m+3@50m)
No. 16+880～No. 17+320 (Navi Mumbai→Mumbai)
Mangrove Section
(Navi Mumbai→Mumbai) 461m
No. 16+880～No. 17+341 (45m+3@50m+30m+20m, 45m+3@50m,
21m)
(Mumbai→Navi Mumbai) (Mumbai→Navi Mumbai)
No. 17+320～No. 17+471 151m (45m+49m+57m)
Crossing Road Section
(Navi Mumbai→Mumbai) (Navi Mumbai→Mumbai)
No. 17+341～No. 17+482 141m (57m+34m+50m)
(Mumbai→Navi Mumbai) (Mumbai→Navi Mumbai)
No. 17+471～No. 18+087 616m (46m, 2x30m, 2x20m, 14x30m, 2x25m)
Mangrove Section
(Navi Mumbai→Mumbai) (Navi Mumbai→Mumbai)
No. 17+482～No. 18+087 605m (35m, 2x30m, 2x20m, 14x30m, 2x25m)
No. 18+087～No. 18+127 Crossing Road Section 40m
No. 18+127～No. 18+187 General Section (land area) 60m (2@30m)
No. 18+187～No. 18+217 Crossing Road Section 30m
No. 18+217～No. 18+317 General Section (land area) 100m (2x30m+2x20m)
No. 18+317～No. 18+357 Crossing Road Section 40m
No. 18+357～No. 18+421.5 General Section (land area) 64.5m (30m+34.5m)
No. 18+421.5～No. 18+491.5 Crossing Railway Section 70m
Source: JICA Study Team

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Table 6.5.5 Span Arrangement on Main Bridge-2

Chainage Category Span Arrangement

(Mumbai→Navi Mumbai) (Mumbai→Navi Mumbai)
No. 18+491.5～No. 18+574 82.5m (37.5m+45m)
General Section (land area)
(Navi Mumbai→Mumbai) (Navi Mumbai→Mumbai)
No. 18+491.5～No. 18+554 62.5m (37.5m+25m)
(Mumbai→Navi Mumbai) (Mumbai→Navi Mumbai)
No. 18+574～No. 18+644 70m (2@35m)
Crossing Road Section
(Navi Mumbai→Mumbai) (Navi Mumbai→Mumbai)
No. 18+554～No. 18+644 90m (40m+50m)
No. 18+644～No. 18+884 General Section (land area) 240m (8@30m)
No. 18+884～No. 18+929 Crossing Road Section 45m
No. 18+929～No. 20+070 Land Area
No. 20+070～No. 20+225 General Section (land area) 155m (4x30m+35m)
No. 20+225～No. 20+260 Crossing Road Section 35m
No. 20+260～No. 21+012 General Section (land area) 752m (35m+23x30m+27m)
No. 21+012～No. 21+079 Crossing Road Section 67m
No. 21+079～No. 21+232 General Section (land area) 153m (4x30m+33m)
No. 21+232～No. 21+427 Crossing Railway Section 3@65=195m
No. 21+427～No. 21+467 Crossing Road Section 40m
No. 21+467～No. 21+660 General Section (land area) 193m (38m+2x37m+3x27m)
No. 21+660～No. 21+730 Crossing Road Section 70m (2x35m)
No. 21+730～No. 21+811 General Section (land area) 81m (3x27m)
Source: JICA Study Team

(2) Bridge Type

1) General Sections on Marine and Land

(a) Superstructures

Essentially, the span length is planned as 50m in marine areas and 30m in land areas.
Generally, a PC box girder type in India use spans of length ranging from 30m to 50m. PC
box girder bridges are generally accepted as more economical than other bridge types in
this range in Inida. In Japan, there exist many PC box girder bridges for span length from
30m to 60m with same reason in India. Therefore, it is said that PC box girder bridges are
optimal. On the other hand, as the maintenance costs are high, moreso on the sea, the
number of both expansion joint and bearing that require periodic maintenance should be
reduced as much as possible. Resultantly, continuous bridges and rigid frame structures
structurally connecting superstructure with substructure are selected. In land areas,
simple beam bridges are accepted due to their lower cost and shorter construction periods.
However, the bridge deck shall be structurally connected after erection of girders in order
to reduce the number of expansion joint.

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(b) Substructures and Foundations

a) Pier Type

A comparison of substructure form was undertaken between separate single-column piers

and integrated hammerhead piers for both direction.

Table 6.5.6 Comparison of Pier Form (Pier)

Single-column piers Hammerhead piers

Diagram

This form has good stability against Superstructure erection loads and the main
asymmetric erection forces of the girder loads may act asymmetrically on the
Structural superstructure’s main girders during pier during construction, so there is a risk
performance construction, because its columns are of generating large rotational moments in
immediately below where the girders will the pier heads. Therefore, it is necessary to
load. design girders to ensure their rigidity.
It is easy to construct colume and pier cap
This form is good for ease of construction,
compared to other option but requires
Constructability because precast pier caps could be
careful construction of pier beam
adopted.

Economic
OK OK
efficiency
This form was adopted for its good
This form was rejected for its potential to
stability and ease of construction during
Conclusion detrimentally affect main girders during
superstructure erection, and good
construction. [Rejected]
aesthetics. [Adopted]
Source: JICA Study Team

Considering hammerhead piers, there is a possibility that torsional moments will be

generated in the main girder during erection, because of one-sided (eccentric) loading of
the main girder and launching gantry. Therefore, the overhang of the pier head
(crossbeam) has been designed with a haunch to ensure rigidity.

The comparison assessed overall design considering structural integrity, constructability

and economy, and determined that single-column piers should be adopted.

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In addition, single-column piers were also chosen because of a need to adopt similar
substructure forms for viaduct sections both over water and on land.

A number of options were considered for the foundation form, including pile bents, cast-in-
situ concrete piles, steel pipe sheet pile foundations and caisson foundations. The span
lengths for the viaduct sections over water are 50m and the span lengths for those over
land are 30 m, so the span lengths are relatively short and the loads to be supported by
piers and foundations are considered small.

Steel pipe sheet pile foundations and caisson foundations are normally applied to medium
to large bridge spans, so it would be economically disadvantageous to apply them to this
viaduct. In addition, cast-in-situ concrete piles are often employed for small to medium
bridge spans, so it is considered reasonable to apply them to this viaduct.

In the analysis, a pile bent type for both pier and foundation was considered. However,
application of 2,400mm in diameter for pier and foundation, which is the maximum size of
pile in Indian practice, can not satisfy the structural requirements as a result of the
structural anlysis due to lower bearing capacity.

The pile diameter for cast-in-situ concrete piles was decided by comparing several pile
diameters.

2) Obstacle Section on Marine

(a) Superstructures

The main span length for bridges in the obstacle section on marine becomes 150m and
180m. Bridge types that fit to the span range should be selected. The results of this
primary selection are shown in Table 6.5.7.

Table 6.5.7 First Selection for Bridge Types

Bridge types Normal span Selection reason Yes or No
PC rigid frame Though the span length exceeds the normal span length,
50m to 140m Yes
box girder bridges this can be selected.
Steel deck slab There are many satisfactory construction results. This
30m to 200m Yes
box girder bridges can be selected.
This can be used but the span length is rather larger than
Steel truss the normal span length and the economical aspect is bad.
40m to 120m No
bridges The aesthetic is not good due to discontinuous parts at
the begin point and ending point of the bridges.
This can be used but there is almost no case of 4-span or
5-span continuous bridges, this should not be adopted.
Steel arch bridges 50m to 200m No
The aesthetic is not good due to discontinuous parts at
the ends of the bridges.
PC extradosed There are many satisfactory construction results. This
100m to 200m Yes
bridges can be selected.
PC stay cable This can be used but the economical aspect is bad
110m to 400m No
bridge comparing to PC extradosed bridges.
Source: JICA Study Team

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The second comparative review shall be carried out for three alternatives in the above
table. The comparison table is shown in Table 6.5.8 and Table 6.5.9. Here the target
bridge is for Thane Creek with span of 180m.

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560000
100000 180000 180000 100000

3200

8500
13625 13625
1625 11250 1500 11250 1625

3200

Source: JICA Study Team

8500
Table 6.5.8

Option-2 Continuous 4 spans steel box girder bridge

560000
100000 180000 180000 100000

3500

6500
13340 13340

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1340 11250 1500 11250 1340
3500
6500

Option-3 Continuous 4 spans extra-dosed bridge

560000
100000 180000 180000 100000

3000

5000
Second Selection for Bridge Types (1/2)

27050 2000
1625 11250 1300 11250 1625
3000
5000
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Table 6.5.9 Second Selection for Bridge Types (2/2)

Source: JICA Study Team

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The evaluation method for each factor is indicated as follows.

Structural Performance

There are three aspects of structural performance: Applicability, Durability, and Seismic
Resistance.

The applicability of structures is evaluated based on construction records. It is assumed

that higher the frequency of construction of a particular structure, the higher its
applicability is. However, even in the case of high construction record, if the span length is
larger than the normal span length for the structure type, the applicability is not high.
Therefore, the applicability shall be evaluated considering construction frequency records
based on span lengths.

The durability of structures refers to the life of the structures. The higher the durability is,
the longer the structure can be used. The bridge is composed of deck slab, main girders,
piers, and piles. As the deck slab receives direct live load, its durability is different from
the main girders, piers and piles. RC deck slab has a short life comparing to PC deck slab
and steel deck slab. It is said generally that the life is about 50 years for RC deck slab and
100 years for PC deck slab and steel deck slab. Therefore, the evaluation shall be
concentrated on deck slab’s durability.

The seismic resistance is evaluated based on the weight of structures. The seismic forces
and the weight of structures are closely related. The heavier the structure is, the larger the
acting seismic force is. Conversely, the lighter the structure is, the smaller the acting
seismic force is. In order to reduce the acting seismic forces, the weight of structures
should be decreased. Therefore, this item shall be evaluated based on the weight of
structures.

Constructability

There are two aspects of Constructability: Difficulty of Construction and Quality Control.

The difficulty of construction is an important aspect to construct a bridge safely. The

higher the difficulty level is, the higher the construction accuracy is required. The difficulty
level of construction depends on construction methods. The simple construction method is
precast segment and span by span method. The high difficulty level of construction
method is pointed out such as cantilever method. Furthermore, the extradosed bridge and
the cable stay bridge have higher difficulty level of construction due to the construction of
cables in addition to cantilever construction. Therefore, the evaluation point shall be put at
construction method.

Quality control of construction is an important aspect to construct a bridge of high quality.

It is easy to control the quality of a structure which is made in factory. In result, the

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structure shall have high quality and be supplied stably to the site. On the other hand, it is
difficult to control the quality of a structure which is made in-situ, and in order to get stably
a high quality, extremely high quality control is required. Therefore where a structure is
made is a key point for evaluation.

Construction Period

Navi Mumbai Airport is currently under construction and is planned to be opened in 2019.
The Special Economic Zone is also being constructed simultaneously. After finishing
these constructions, transportation between Mumbai and Navi Mumbai is expected to
increase drastically. Thus, it is desirable that the Mumbai Trans Harbour Link shall be
opened for traffic as soon as possible. Reducing the construction period is important in
consideration of economic activities of Mumbai and Navi Mumbai.

Ease of Maintenance

There are two aspects of ease of maintenance: Repainting and Member Replacement.

The repainting is necessary to lengthen the life of bridges. Otherwise, a steel member
shall be corroded from the location where the painting is deteriorated and this causes a
huge scale of remedy for the bridges. A thick anticorrosion coat has a life of about 35
years and it is necessary to repaint. As it takes cost for repainting, a structure which does
not require repainting is expected. Therefore, the evaluation point shall be put on whether
repainting is required or not.

Replacement of both members and accessories is necessary to keep bridges safe for
users. The members which are necessary to be replaced are expansion joints and bearing
supports. The replacement interval is about 20 years for the expansion joints and about
40 years for the bearing supports. As it takes cost for replacing the expansion joints and
bearing supports, a structure which does not require expansion joints and bearing
supports is preferred. Furthermore, it is necessary to close the existing road when
replacing the expansion joints or bearing supports. Therefore, the evaluation point shall be
put on whether expansion joints and bearing supports are required or not.

Aesthetics

The MTHL is an important line which connects Navi Mumbai to the centre part of Mumbai.
And as it is also a gate to enter Mumbai from the Navi Mumbai Airport, the Project Road
becomes a new land mark. When a tourist gets off the Navi Mumbai Airport, one of
structures which the tourist can see in his first view is the Project Road and it represents
Mumbai growth. Therefore, evaluation point related to aesthetics is carried out.

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Environmental impact

The Project Road is planned to cross the Mumbai bay. As the Mumbai bay is the home for
various kinds of fishes, flamingos, mangrove etc…, it is important to protect the natural
environment. The shorter construction period of structures, the smaller scale of piers and
foundations and the lesser water pollution at construction are expected to mitigate
adverse effects to the natural environment. Therefore, the evaluation point shall be put on
the construction period and scale of piers or foundation.

New technology application (Technical transfer)

The new technology which is more meaningful than the existing technology should be
adopted in MTHL construction project. As the adopted new technology shall be
transferred to Indian counterparts and this contributes to the technical growth of Indian,
the evaluation point shall be put on whether a new technology is adopted or not.

Construction cost

The construction cost including foundations, abutments, piers and superstructures is

shown in Table 6.5.9.

Economic benefit (Economical Internal Return Ratio)

The economic benefit is calculated at target when the MTHL is opened for 40 years.

Conclusion

According to results in Table 6.5.8 and Table 6.5.9, the Option-2: steel box girder with
steel slab shall be adopted for the superstructure.

(b) Substructures

A number of options were considered for the foundation form, including cast-in-situ
concrete piles, steel pipe sheet pile foundations and caisson foundations. Since a steel
box girder with steel deck type was seleted for the span lengths ranging 150 m from 180
m in the comparison mentioned above, the superstructure weight can be regarded
medium-sized but not large sized.

From the above, a comparison of multiple-pile foundations (cast-in-situ concrete piles),

caisson foundations and steel pipe sheet pile foundations was undertaken to determine
the form of foundations.

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Table 6.5.10 Comparison of Foundation Form for Marine Bridge Sections

Steel pipe sheet pile

Group pile foundations Caison foundations
foundations

Diagram

・ Pile foundations are ・ Caison foundations are fairly ・ There are no cases of
common practice in India. common practice in India. this type of foundation
There are many cases of being constructed.
their application.
・ Pile foundations have an ・ The bridge loads are not large ・The bridge loads are
advantage considering enough to make caisson not large enough to
the scale of bridge loads. foundations a valid choice. make caisson
Properties foundations a valid
choice.
・ There are no construction ・ Large-scale equipmentis ・This method has some
issues. required for construction issuses because this
below depth of 0 m one has no experience
underwater, which is a in India.
disadvantage compared to
group pile foundations.
Conclusion Suitable Feasible Not feasible
Source: JICA Study Team

In India, multiple-pile and caisson foundations are common foundation types. The
superstructure for bridge sections of the viaduct over water is a steel box girder form (with
a maximum span length of 180m), so the loads are not large and there is an advantage to
adopting multiple-pile foundations.

A caisson foundation is a suitable foundation type for relatively large loads. However,
large construction facilities would be necessary to construct foundations of 10 m or more
in deep for the sections that are over water.

The degree of difficulty for constructing this bridge is high because it crosses the sea, so it
is believed that adopting Steel pipe sheet pile foundations, which are an uncommon form
of construction in India, should be avoided.

For the reasons described above, multiple-pile foundations (cast-in-situ concrete piles)
have been adopted for the foundations of the bridges of the viaduct.

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In addition, the diameter of cast-in-situ piles will be determined based on the results of
performance comparisons.

3) Mangrove Section in Navi Mumbai Side

(a) Superstructures

Environmental factor is a important point to determine the structural type. The PC box
girder type with 50m in span length, which is the same one for general marine section,
was finally selected in consideration of minimizing the adverse impact on mangrove forest
and constuctablity in the area.

Altough the option spanning 80m with steel box girder was studied as the alternative
option to further minimize the adverse impact on the mangrove forest, it was abandoned
due to significantly high cost compered to the selected option.

(b) Substructures

Single-column piers have been adopted for the substructure, similar to the general
sections over water. Cast-in-situ concrete piles have been adopted for the foundations,
again similar to the general sections over water.

Similar to the sections over water, cast-in-place pile foundations with undersides at +6.00
m above C.D. were adopted for the mangrove forest area, because they would have less
effect on the forests compared to the excavations needed to have pile caps below ground
level.

4) Railway Crossing Part

(a) Superstructures

MMRDA had consulted with the related railway administrators about the railway crossing
part before this study and it has already been agreed that steel truss bridges shall be
adopted.

(b) Substructures

As mentioned above, foundation type has also been decided in consultation between
MMRDA and the related railway administrators. Basing on the agreement, bored piles are
adopted for the foundation.

5) Road Crossing Part

(a) Superstructures

The span length is 50m which is adopted this area generally. Therefore PC box girder with
rigid frame type is applied.

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(b) Substructures

The substructure of the overpass section consists of single-column piers, based on it

needing to be the same structure type as the general land-based sections.

The foundations will be cast-in-situ concrete piles, which are also the same as the general
land-based sections.

6.5.3 Improvement of Bridge Plan for Interchange Ramps

The MTHL includes four (4) interchanges.

• Sewri IC (Mumbai side)

• Shivaji Nagar IC (Navi Mumbai side)

• SH54 IC (Navi Mumbai side)

• Chirle IC (Navi Mumbai side)

(1) Sewri IC

1) Span Arrangement and Superstructure

The Sewri IC is planned with PC box girder having basic span length of 30 m considering
economic and construction period. The span length at cross ramp and connecting existing
roads is determined considering clearance of the crossing objects, which is ranging from30
m to 50m. The span arrangement is shown in Figure 6.5.5 and Table 6.5.11.

Source: JICA Study Team

Figure 6.5.5 Span Arrangement at Sewri IC

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Table 6.5.11 Span Arrangement of Each Ramp at Sewri IC

Ramp Pier Number Channage Bridge Type Span Arrangement

1,698m
(26m, 23m, 30m, 7x26m, 25m, 3x35m,
Ramp A AP1 - MP1 -0+495 PC box
17x26m, 35m, 2x51m, 35m, 2x25m, 2x30m,
60m, 23m, 15x30m, 50m)
1,530m
(2x33m, 4x26m, 21m, 2x30m, 3x26m, 31m,
Ramp B BP1 - MP1 -0+495 PC box
11x26m, 32m, 49m, 23m, 3x35m, 2x30m,
25m, 18x30m, 50m)
910m
Ramp C1 C1P1 - C2P9 PC box (12m, 22m, 11x26m, 30m, 25m, 30m, 23m,
30m, 32m, 50m, 40m, 11x30m)
Ramp C2 C2A1 - MP1 -0+495 PC box 500m (15x30m, 50m)
908m
Ramp E EP1 - MP1 -0+495 PC box (20m, 2x26m, 32m, 4x26m, 31m, 15m, 25m,
2x30m, 44m, 25m, 15x30m, 50m)
Ramp F FA1 - MP1 -0+495 PC box 440m (13x30m, 50m)
Source：JICA Study Team

2) Substructures and Foundation

A pile bent type cannot be applied for the ramp because the superstructure of the ramp has
a curved alighnment with widening sections. The ramp structure will be a basic single-
column hammerhead pier. However, ramp A partically has a straddle pier where it crosses
the East Freeway and cast-in-situ pile foundations shall be adopted.

(2) Shivaji Nagar IC

1) Span Arrangement and Superstructure

There are no restrictions for construction of Shivaji Nagar IC. Therefore, the RC hollw slab
type, which has many track records of construction in India due to economical cost, is
selected. The superstructure can be constructed at the staging with support beam

2) Substructure and Foundation

The substructure shall consist of single-column hammerhead pier and cast-in-situ pile
foundations shall be adopted.

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Source: JICA Study Team

Figure 6.5.6 Span Arrangement at Shivaji Nagar IC

Table 6.5.12 Span Arrengement at Shivaji Nagar IC

Ramp Pier No. Channage Type Span Arrangement

MA Ramp MP289 – MAA2 No. 17+125 - RC hollow slab 225m (15x15m)

AC Ramp MP302 –ACA2 No. 17+617 - RC hollow slab 285m (19x15m)
JM Ramp MP288 – JMA2 No. 17+105 - RC hollow slab 390m (26x15m)
388m (11m, 2x10m, 7x15m, 14m,
MJ Ramp MP296 – MJA2 No. 17+471 - RC hollow slab
5x13m, 12m, 2x13m, 9x15m)
373m (10m, 12x15m, 6x13m,
CA Ramp MP293 – CAA2 No. 17+320 - RC hollow slab
7x15m)
AM Ramp MP308 – AMA2 No. 17+797 - RC hollow slab 285m (19x15m)
Source：JICA Study Team

(3) SH54 IC

1) Span Arrengement and Superstructure

A PC box girder type, which is same as for the main road, shall be adopted because
SH54IC runs larallel to the main road.

2) Substructure and Foundation

The substructure shall consist of single-column hammerhead pier and cast-in-situ pile
foundations shall be adopted.

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Source: JICA Study Team

Figure 6.5.7 Span Arrangement at SH54 IC

Table 6.5.13 Span Arrengement at SH54 IC

Ramp Pier No. Channage Type Span Arrangement

MP Ramp LP9 – MPA2 No. 20+355 - PC box 270m (9x30m)

JM Ramp LP9 – JMA2 No. 20+355 - PC box 270m (9x30m)
Source：JICA Study Team

(4) Chirle IC

1) Span Arrengement and Superstructure

There are no restrictions for construction of Chirle IC. Therefore, a RC hollw slab type,
which has many track records of construction in India due to ecomoical cost, is selected.
This type can be constructed at staging with support beam. The steel box grider type is
adopted for the part across over the railway.

2) Substructure and Foundation

The substructure shall consist of single-column hammerhead pier and cast-in-situ pile
foundations shall be adopted.

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Source: JICA Study Team

Figure 6.5.8 Span Arrangement at Chirle IC

Table 6.5.14 Span Arrengement at Chirle IC

Extension Ramp
Ramp Pier No. Channage Type
(Only Bridge)
Steel truss bridge
MP Ramp LP37 – MPA2 No. 21+232 - PC box girder bridge 535m (3x65m, 40m, 20x15m)
RC hollow slab bridge
Steel truss bridge
JM Ramp LP37 – JMA2 No. 21+232 - PC box girder bridge 535m (3x65m, 40m, 20x15m)
RC hollow slab bridge
MJ Ramp LP52 – MJA2 No. 21+811 - RC hollow slab bridge 270m (18x15m)
PM Ramp LP52 – PMA2 No. 21+811 - RC hollow slab bridge 300m (20x15m)
Source：JICA Study Team

6.5.4 Consideration to Salt Damage

It is necessary to pay attention to a corrosion issue since a steel box girder was applied to
marine section. This sub-chapter describes (i) examples of the steel bridges on marine, (ii)
anticorrosion method for steel bridge, (iii) recommended specifications for anticorrosion
method for MTHL bridge, and (iv) maintenance method for the steel bridge.

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(1) Examples of Steel Bridges on Marine

1) Long-Life Steel Bridges on Marine

Generally, it is thought that a steel bridge has much more problematic with corrosion than a
concrete bridge on marine. However, there are some examples which keep its life with a
healthy condition for more than 100 years by carrying out appropriate anti-rust treatment
and maintenance. The typical examples of such steel marine bridge are the Force Bridge
which was completed in 1890 in Edinburgh, Scottland and the Brooklyn Bridge which was
constructed in 1883 completion in New York, USA.

- Completed in 1890 (more than 120 years) - Completed in1883 (more than
- Max. span length is 521m 130 years)
- Max. span length is 486m
- 1km upstream of Upper Bay

Forth Bridge, Edinburgh

Brooklyn Bridge, New York

Figure 6.5.9 Examples of the Steel Bridges on the Sea

2) Examples of Marine Steel Bridges in Japan

In Japan, there have been a lot of marine steel bridges because of its topographical feature
as island country, and the issue of corrosion on the steel bridge has already been
overcome with long time research on this topic The main reasons why a steel bridge is
applied to the marine bridge are as follows.

¾ Long span length is required for navigation channels and etc.

¾ Quality control is easy and the quality is stable because of production in a factory.
¾ Site work (on the sea) can be shortened and is superior in safety.
¾ Maintenance is easy since corrosion and damage can be observed from outside.
¾ Partial repair can be done easily.
¾ Extension of its life is possible by conducing appropriate maintenance

The followings are major steel marine bridges in Japan.

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Tokyo Bay Aqua-Line

- Shield Tunnel (9.5km) + Steel Box Girder 4.4km
- Completed in 1997
- Large Block Erection by Floating Crane

Steel box girder with steel deck. Maximum span length is 240m. Thick anti-corrosion coating was applied.
Steel column at tidal portion was covered by titanium plate and one at underwater portion by electric
anticorrosion method.

Source: JICA Study Team

Figure 6.5.10 Steel Marine Bridge in Japan (Tokyo Bay Aqua-Line)

Honshu - Shikoku Connecting Bridge

- Completed in 1999 (3 routes)
- 3 route total length: 89+37.3+59.4 = 185.7km
- 3 route total bridge length: 6.5+9.4+9.5 = 25.4km

Akashi Bridge (longest suspension bridge) and

Tatara Bridge (2nd longest cable-stayed bridge) are
included in Honshu – Shikoku Bridge.

Most bridges are steel bridge with thick anti-corrosion coating. In addition, Cable-coating was also applied
to cable-stayed bridge and suspension bridge. Those bridges are compilation of Japanese advanced
technology and are kept soundness condition more than 20 years after completion by conducting
appropriate maintenance.

Source: JICA Study Team

Figure 6.5.11 Steel Marine Bridge in Japan (Honshu – Shikoku Bridge)

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Iou Island Bridge

- Steel Box Girder (max. span 240m) with thick
anti-corrosion coating
- Completed in 2011
- Large Block Erection by Floating Crane

Source: JICA Study Team

Source: JICA Study Team

Figure 6.5.12 Steel Marine Bridge in Japan (Iou Island Bridge)

Tokyo Gate Bridge

- Steel Truss + Steel Box Girder
- Completed in 2012
- Large Block Erection by Floating Crane

Main bridge is a 3 span continuous steel truss-box bridge and Approach Bridges are a steel box girder with
steel deck. Maximum span length is 440m. Truss structure of main bridge was applied in consideration of
ship navigation channel with 54m height and aviation limit of Tokyo airport. Steels for Bridge High
Performance Structure (SBHS） and thick anti-corrosion coating were applied.

Source: JICA Study Team

Figure 6.5.13 Steel Marine Bridge in Japan (Tokyo Gate Bridge)

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Irab Bridge
- Steel Box Girder + PC Box Girder
- Bridge Length: 3,540m
- Max. Span of Steel Box Girder: 180m
- Completed in 2015
- Large Block Erection by Floating Crane

A 3 span continuous steel box girder

with steel deck was applied to ship
navigation channel and PC box
girder was applied to other sections.
Epoxy coated rebar was used and
thick anti-corrosion coating after
metal spraying was applied.

Source: JICA Study Team

Figure 6.5.14 Steel Marine Bridge in Japan (Irab Bridge)

(2) Anticorrosion Method for Steel Marine Bridge

A road bridge has to show its function continuously as a part of the road network for a long
term after traffic opening. Hence, it should be avoided to spoil the function and to give an
adverse impact on the surroundings even temporarily.

A steel is easily corroded on the sea because salt perticles splashed in air and adhered on
the surface of the steel promote a corrosion phenonenon of the steel. Accordingly,
corrosion environment is undoubtedly severe on the sea.

Therefore, there are some minumu conditions which the anticorrosion method for a steel
marine bridge meets in order to show the required function of anticorrosion.

¾ Possessing high reliability and much practical experience

¾ Maintenance (partial repair and full-scale repair) is possible

The anticorrosion method for a steel bridge can be classified into foure methods namely,
coating, application of weathering steel, improvement of the corrosion environment, and
electric protection (see Table 6.5.11). Among those, methods that have been applied a lot
are coating and application of weathering steel. Improvement of the environment is
impossible on the sea and electric protection is usually applied to steel in the water, but is
hardly applied on the sea.

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Although application of weathering steel can be applicable to one on land where is away
from the sea, it is difficult to apply it on the environment where stable rust can not be
developed.

A thick anticorrosion coating has much application experience on marine bridges and has
high reliability. In addition maintenance is relatively easy. Hence, thick an anticorrosion
coating is recommended to steel bridges in MTHL.

Table 6.5.15 Comparison of Anticorrosion Method for Steel Bridge

Coating
Weathering Hot Dip
Method Ordinary Thick Anticorrosion Metal Spraying
Steel Galvanizing
Coating Coating
Isolation from Isolation from
Isolation from external external Isolation from
Principle of
external environment by Development outside by external outside
Anti-
environment coating and anti- of stable rust zinc thermal by metal
corrosion
by coating corrosion by zinc sprayed sprayed coating
rich paint coating
Add some Soak in zinc Spray by
Painting alloy elements tank in factory thermal spray
Coating by spray, brush, roller
Method during gun
fabrication
Land
(not
Applicable Marine and Low salinity
applicable in Anywhere
Place Coastal Area area
high salinity
area)
Any color can be painted on the Dark brown Charcoal Silver white
Appearance
surface white
Cost Moderate Slightly High Slightly High Very High Very High
Painting Metal spray or
Repainting in No need after 25 years painting after
Maintenance (every 35 years)
every 30 years repainting (no 60 years
on land experience) (no experience)
Applicable and
Evaluation Not applicable Not applicable Not recommended
Recommended
Source: JICA Study Team based on handbook of Coating and Anticorrosion Handbook, Japan

However in case the bidders propose the metal spraying method which has higher
durability than the thick anticorrosion coating, applicability of the metal spraying methods
are to be judged using the table below.

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Table 6.5.16 Comparison of Metal Spraying Method and Painting Method

Metal Spraying Method Painting Method
5) Thick
Anticorrosion
1) Al-Mg 2) Aluminum 3) Zinc 4) Zn-Al
Coating
(MTHL)
Blasting ISO Sa3 ISO Sa3 ISO Sa2 1/2 ISO Sa2 1/2
Material Alloy of Al-Mg Aluminum Zinc Alloy of Zn-Al
Flame Spraying Flame Spraying Flame Spraying Refer to above
Spraying Plasma Spraying
or Arc Spraying or Arc Spraying or Arc Spraying table
More than More than More than More than
Thickness
150μm 150μm 100μm 100μm
The durability is high however the cost is really high.
It is difficult to carry out the metal spraying on large area one time because
The cost is low.
this method needs to spray the metal materials within 4 hours after the
It has many past
blasting. Therefore this method needs time to effort.
Remarks records.
The past record is really few near marine and coastal area.
The uneven area
The uneven area cannot be applied.
can be applied.
In case of the condition the sealing treatment, undercoating, intermediate
coating and top coating are applied on this coating.
Source: JICA Study Team based on Structure Painting Vol.41 Metal Spraying on Steel Bridge, Japan

(3) Recommended Specifications for Anticorrosion Method to MTHL Bridges

A thick anticorrosion coating is recommended to steel box girders in MTHL in accordance

with the above comparison result.

The steel marine bridge with the anticorrosion coating can be kept the durability more than
100 years by conducting the appropriate maintenance. As mentioned previously, the thick
anticorrosion coating is applied to most steel marine bridges these days since there is a
little difference in detail.

This anticorrosion coating is satisfied below standards;

• ISO 2810-2004: Paints and varnishes - Natural weathering of coatings - Exposure

and assessment

• ISO 9223-1992: Corrosion of metals and alloys - Corrosivity of atmosphrers -

Classification

• ASTM D1014-02: Standard Practice for Conducting Exterior Exposure Tests of

Paints and Coatings on Metal Substrates

The coating includes Primer, Under coating 1, Under coating 2, Intermediate coat, and Top
coat and prevention of corrosion is made in combination on those. Each role is as follows:

1) Primer

Steel materials that blast processing was carried out easily generate corrosion. In order to
prevent this, the prompt coating after blasting is called a primary primer.

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2) Under Coating 1

It has a role to prevent corrosion of steel materials. Inorganic zinc paint is used.

3) Under Coating 2

It has a role to prevent the penetration of corrosive materials such as water or the salt.
Under coat epoxy resin paint is used.

4) Intermediate Coat

It has a role to bond under coating with the top coat. Fluororesin paint is applied.

5) Top Coat

There is a function to keep luster and hue for a long time by choosing well weatherproofing
resin and pigment.

Table 6.5.17 shows the specification of the recommended thick anticorrosion coating for
steel bridges in MTFL. The equivalent specification that secures the long durability same as
the said specification shall be applicable if any.

Table 6.5.17 Specification of Recommended Thick Anticorrosion Coating

Standard Thickness
Outer Surface painting System Paint Name
(μm)
First base plate
Primitive plate blasting -
Pre-treatment conditioning
Primer Inorganic zinc primer (15)
Secondary base plate
Assembled member blasting -
conditioning
Under coating 1 Inorganic zinc paint 75
Factory paint Mist coating Under coat epoxy resin paint -
Under coating 2 Under coat epoxy resin paint 120
Intermediate coat Intermediate fluororesin paint 30
Top coat Top coat fluororesin paint 25
Source: JICA Study Team based on handbook of Coating and Anticorrosion Handbook, Japan

(4) Maintenance Method for Steel Bridge

1) Periodic Inspection

Visual inspection shall be carried out twice a year. Especially coating appearance should be
checked such as rusting, spalling, swelling, discoloration, etc. The observation results shall
be recorded including the leaking and stagnant of water.

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2) Detailed Inspection

Detailed inspection shall be carried out once in five years and as needed by visual
inspection, using mobile units and equipment. In addition, it needs to grasp the severety of
coating deterioration by approaching all parts as much as possible.

3) Re-Painting

It is predicted that a repainting of girder requires once in 35-40 years based on the
deterioration speed mentioned below

¾ Top coat: 25μm / (2/3 μm / year) = 37.5 year

6.5.5 Preliminary Design of Substructures and Foundations

(1) General Viaduct Sections on both Marine and Land and Mangrove ones

Single-column piers with pile caps supported by cast-in-situ concrete piles are applied for
substructures of PC box-girder bridge sections on general sections on both marine and land
as well as mangrove ones.

The sections where a cast-in-situ concrete pile is adopted are: between CH 0+495 and
3+395 for a length of 2,900 m, 3+715 and 4+465 for a length of 910 m, 6+078 and 8+620
for a length of 2542 m, 9+180 and 11+880 for a length of 2,700 m, and 13+610 and 16+840
for a length of 3,230 m.

Single-column piers with cast-in-situ group pile foundations have 2,500-mm of diameter
columns in the form of single-column bents. The beam ends shall bear onto pier caps, and
intermediary piers have a rigid structure by integrating the two prestressed concrete box
girders with a solid crossbeam and they do not have bearings. The advantage of this
arrangement is its easyness of maintenance.

The underside of elevation of pile caps is set at +6.00 m above C.D., so it is above the high
water level. The reason for this arrangement is to minimize the piers’ effect on the tidal
currents and to reduce the adverse impact on the environment by not excavating during pile
cap construction. In addition, it is possible to construct the pile caps without considering the
influence of sea level, thereby improving the substructure’s ease of construction.
Furthermore, it is possible to improve the efficiency of the pile cap construction, such as by
using left-in-place pre-cast moulding.

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Source: JICA Study Team

Figure 6.5.15 Single-Column Piers with Pier Cap

Cast-in-situ pile diameters of 1,500 mm and 2,000 mm were selected for comparison after
considering current practice of 50-m-span structures in India and the loading of the PC box
girder. The results of the comparison are shown in Figure 6.5.15.

Averaged pier heights were used for the comparison. The number of piles required with
2,000-mm-diameter piles was found to be half the number required with 1,500-mm-
diameter piles. Finally the 2,000-mm-diameter piles were adopted because they were found
to have lower construction costs and also because they contributed to reducing
construction times.

Piles supported by a diameter of 2,000 mm piles shall have steel pipe casing during their
construction. The steel piping is considered as a means to reduce the detrimental effect on
the marine environment.

The related of diremeter of pile and thickness of steel pipe is shown in below:

• In case that more than 2.0m diremeter pile is used, 16mm thickness steel pipe is
adopted.

• In case that 1.5m to 2.0m diremeter pile is used, 12mm thickness steel pipe is
adopted.

• In case that less than 1.5m diremeter pile is used, 8mm thickness steel pipe is
adopted.

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Table 6.5.18 Pile Diameter Comparison Table for General Marine Viaduct Sections

1,500-mm-diameter piles 2,000-mm-diameter piles

Pile
arrangement
diagram

8 piles of dia. 1,500 mm 4 piles of dia. 2,000 mm

Cost Length = 29 m Length = 29 m
estimation 1,700 USD/m × 29 m × 8 2,900 USD/m × 29 m × 4
＝394 400 USD ＝336 400 USD
Conclusion: 2,000-mm-diameter piles were
Conclusion: 1,500-mm-diameter piles were adopted for their lower construction costs
Appraisal
rejected. and shorter construction period compared to
1,500-mm- diameter piles.
Source: JICA Study Team

CH 16+480-17+517 (total length of 677m) section on land applies a cast-in-situ concrete

pile as the general marine section because the scale of superstructure is 50m. In this
section, since the exsisting ground level is relatively high, the soil cover on the pile cap was
kept 1.2m. The diameter of the pile requires 2,000 mm as same as the marine section.

Whereas 50m of span arrangement with PC box girder is appled to the section from the end
of the marine portion to Shivaji Nagar IC, 30 m of span arrangement wit same bridge type is
adopted to Shivaji Nagar IC to the end of MTHL considering construction cost,
constructability and construction period. In the 30m span arrangement section with PC box
girder, 2,500 mm diameter of single colume pier with hammer beam was applied in order to
set the bearings for superstructure. Its soil cover of the minimum 1.2m shall be kept as
same as the other land section.

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Source: JICA Study Team

Figure 6.5.16 Pier Form of General Land Sections

Cast-in-situ pile diameters of 1,000 mm, 1,200 mm and 1,500 mm were selected for
comparison after considering current 30-m-span structures in India and the loading of the
PC box girder. The results of the comparison are shown in Table 6.5.19.

Averaged pier heights were used for the comparison. Piles with a diameter of 1,000 mm
were found to be far less economical than those with diameters of 1,200 mm or 1,500 mm.
Furthermore, piles with a diameter of 1,200 mm were found to be five percent more
economical than those with a diameter of 1,500mm. The genral land section on the Navi
Mumbai side in the vicinity of the toll plaza has shallow support layers. Construction of
larger-diameter piles may encounter issues in this portion due to the shallow support layers
and the construction costs of the foundation may increase. Therefore, this portion should
be adjusted and smaller-diameter piles of diameter 1,200 mm shall be adopted.

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Table 6.5.19 Pile Diameter Comparison Table for General Land-Based Sections

1,000-mm-diameter piles 1,200-mm-diameter piles 1,500-mm-diameter piles

Pile
arrangement
diagram

12 piles of dia. 1,000 mm 6 piles of dia. 1,200 mm 4 piles of dia. 1,500 mm

Cost Length = 7 m Length = 7 m Length = 7 m
estimation 750 USD/m × 7 m × 12 960 USD/m × 7 m × 6 1,500 USD/m × 7 m × 4
＝63 000 USD ＝40 320 USD ＝42 000 USD
Conclusion: 1,200-mm-
Conclusion: 1,500-mm-
Conclusion: 1,000-mm- diameter piles were adopted
diameter piles were rejected
diameter piles were rejected for their significantly lower
because larger-diameter
because they have higher construction costs than
Appraisal piles may encounter issues
construction costs than 1,000-mm-diameter piles and
due to shallow support layers
1,200-mm-diameter and their 5% lower construction
and the construction costs of
1,500-mm-diameter piles. costs than 1,500-mm-
the foundation may increase.
diameter piles.
Source: JICA Study Team

Table 6.5.20 Result of Substructure at General Section and Mangrove Section

Category Chainage Substructure Foundation

No. 0+495～No. 3+395
No. 3+715～No. 4+625
General Section
No. 6+078～No. 8+620 Pile cap bottom is set at +6.00m
(marine area)
No. 9+180～No. 11+880 above C.D. φ2.0m – 4piles
No. 13+610～No. 16+610
No. 16+610～No. 16+840
Mangrove Section No. 16+840～No. 17+517
No. 17+517～No. 18+087
No. 18+127～No. 18+187
No. 18+217～No. 18+317
No. 18+357～No. 18+424
No. 18+492～No. 18+574 Pile cap top is set below 1.2m
General Section No. 18+644～No. 18+884 from ground surface φ1.2m – 6piles
(land area) No. 20+070～No. 20+225
No. 20+260～No. 21+009
No. 21+079～No. 21+228
No. 21+423～No. 21+659
No. 21+729～No. 21+834
Source: JICA Study Team

(2) Bridges in Obstacle Sections on Marine

Bridges in obstacle sections on marine have longer spans than general viaduct sections on
marine due to the existence of waterways. A steel box girder with steel deck was applied to

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this section. In the sections between CH 3+395 and 3+715 for a length of 320 m, between
4+625 and 6+078 for a length of 1453 m, between 8+620 and 9+180 for a length of 560 m,
and between 11+880 and 13+610 for a length of 1730 m, a rectangular hollow column with
hammerhead is selected in order to reduce weight.

If the pile cap undersides were positioned at +6.00 m above C.D. in the same way as the
general marine sections are positioned above sea level and are visible, then there would be
an excessive length of pile protruding beneath the pile cap and the size of foundations
would be excessively large. To avoid excessively large foundations, the pile cap topsides
shall be positioned at +6.00 m above C.D..

Source: JICA Study Team

Figure 6.5.17 Substructure Form of Marine Bridge Sections

The cast-in-situ pile diameters of 2,000 mm and 2,400 mm were selected for comparison
after considering the loads being applied. The spans of the obstacle sections on marine
vary between 100 m and 180 m. Considering that span length and thus loads vary greatly

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over these sections, it was decided that a single representative pier was not sufficient for
comparison, so the number of piles for all piers were calculated for the comparison.

The comparison considers 60 pier-base pile groups and calculates the number of piles
required for piles with a diameter of 2,000 mm and 2,400 mm, and compares the total
number of piles for all pile groups. Although the construction costs are almost the same,
2,400-mm-diameter piles were adopted because their construction time would be
approximately 30% shorter than 2,000-mm-diameter piles.

Table 6.5.21 Pile Diameter Comparison Table for Obstacle Marine Bridge Sections
2,000-mm-diameter piles 2,400-mm-diameter piles

Pile
arrangement
diagram

60 pile groups of 4 to 8 piles 60 pile groups of 4 piles

∴ 348 piles of dia. 2,000 mm ∴ 240 piles of dia. 2,400 mm
Cost
Average length = 31 m Average length = 31 m
estimation
2,900 USD/m × 31 m × 348 4,100 USD/m × 31 m × 240
＝31 285 200 USD ＝30 504 000 USD
Conclusion: 2,400-mm-diameter piles
were adopted for their approximately
Conclusion: 2,000-mm-diameter piles were 30% shorter construction period
Appraisal
rejected. compared to 2,000-mm-diameter piles.
The overall construction costs are
similar for both pile types.
Source: JICA Study Team

(3) Railway Overpass

Piers of steel truss bridge for the railway overpass shall be two-single-column pier, which
are similar to the general land sections. Pile foundations with diameters of 1,200 mm were
selected after considering the load sizes.

(4) Highway Overpass

Piers of PC box girder for the highway overpass shall be two-single-column pier, which are
similar to the general land sections. Pile foundations shall be cast-in-situ with diameters of
1,200 mm.

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(5) Interchange Sections

1) Sewri IC

The piers of Sewri IC, which support PC box girders, shall be hammerhead piers. Cast-in-
situ pile foundations with diameters of 1,200 mm were selected after considering the loads
of the PC box girders with spans of 30 m to 50 m.

Ramp A mainly has hammerhead piers; however, one rigid-frame straddle bent type shall
be adopted for the flyover section where ramp A crosses over the East Freeway. The
crossbeam of the straddle bent shall be constructed at a high elevation above the freeway,
so cast-in-situ concrete construction is expected to be difficult. In this case, a prestressed
concrete crossbeam or similar method shall be used.

Source: JICA Study Team

Figure 6.5.18 Ramp A Cross Section Showing the Rigid-Frame Straddle Bent

After Ramp A crosses over the East Freeway and runs parallel to it, the pile foundations
shall have piles placed in tandem (in line) because of the narrow space between the piers
and the boundary of a railway track. Where Ramp A runs parallel to the railway track, it
shall have piles with a diameter of 1,500 mm and each pier shall have two piles placed in
parallel to the ramp. Furthermore, at the point where Ramp A crosses over the East
Freeway, there are span lengths of about 50m and piles in tandem with a diameter of 2,000
mm are necessary, because the loads are larger than other piers.

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Source: JICA Study Team

Figure 6.5.19 Ramp A Cross Section Showing a Hammerhead Pier

2) Shivaji Nagar IC

The interchange shall have RC hollow slab type with 15-m spans and the pier shall be
single-column hammerhead pier. Considering the loads, the foundations shall be cast-in-
situ concrete piles with a diameter of 1,000 mm.

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Source: JICA Study Team

Figure 6.5.20 Shivaji Nagar IC Cross Section

3) SH 54 IC and Chirle IC

The interchanges shall have RC hollow slab type with 15-m spans and the pier columns
shall be single-column hammerhead pier. Considering the loads, the foundations shall be
cast-in-situ concrete piles with a diameter of 1,000 mm.

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Source: JICA Study Team

Figure 6.5.21 SH 54 IC and Chirle IC

6.5.6 Preliminary Design of Superstructures and Foundations

(1) General Section (Marine and Land)

Whereas the span length on the gernal marine section is 50m generally and the PC box
girder type is applied, the span length on land is 30m generally and the PC box girder
bridge is also applied, considering the current Indian practice. In this sub-chapter, the
results of the preliminary design of PC box girder type are summarized below.

On the general marine section, the bridge width is 14.75m generally therefore two cell box
girder type is applied. For the superstructure height, its height is 3.2m according to the
continuously optimal girder height span ratio is 1/15 to 1/20 for this superstructure type. On
the general land section, the bridge width is 14.75m generally therefore one box type is
applied. For the height is 2.0m according to the simply optimal girder height.

The profile and cross section of superstructure is shown in Figure 6.5.22 and Figure 6.5.23.

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BRIDGE LENGTH 300000

3200 50 GIRDER LENGTH 299900

3200

3200

3200
750 SPAN LENGTH 49200 SPAN LENGTH 50000 SPAN LENGTH 50000

30000
500 13750 500 500 13750 500
500
GIRDER GIRDER
CL CL

2430 270
3200

500
2550 825 8000 825 2550 500 2550 825 8000 825 2550

Source: JICA Study Team

Figure 6.5.22 Profile and Cross Section of Superstructure on Marine Section for
General Section (PC box Girder)

BRIDGE LENGTH 180000

50 GIRDER LENGTH 179900
2000

2000

2000

2000
500 SPAN LENGTH 28900 500 SPAN LENGTH 28900 500 SPAN LENGTH 28900 500
500 500
30000
500 13750 500 500 13750 500
500
GIRDER GIRDER
CL CL
80
2000

2000

2550 465 8720 465 2550 500 2550 465 8720 465 2550

Source: JICA Study Team

Figure 6.5.23 Profile and Cross Section of Superstructure on Land Section for
General Section (PC box Girder)

(2) Obstacle Sections on Marine

The span length ranges from 150m and 180m on the section and the steel box girder with
steel deck type is applied. The result of preliminary design for steel box girder with steel
deck shall be described in the following

For obstacle section on marine, the bridge width is 14.75m generally therefore one cell box
girder type is applied. For the superstructure height, the height is applied the variable cross
section because span length is long in order to reduce the load of superstructure. .

The profile and cross section of superstructure is shown in Figure 6.5.24 and Figure 6.5.25.

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Bridge length 320000

85000 150000 85000

2500
4000

4000
2500

700 14750 500 14750 700

500 13750 500 500 13750 500

2500～4000

2500～4000
4500 4500 4500 4500
2875 9000 2875 500 2875 9000 2875

Source: JICA Study Team

Figure 6.5.24 Profile and Cross Section of Superstructure for Special Section (Span
Length 150m) (Steel Box Girder with Steel Deck)

Bridge length 560000

100000 180000 180000 100000
3000

6000

4500

3000
4500

700 14750 500 14750 700

500 13750 500 500 13750 500
2500～4000

2500～4000

4500 4500 4500 4500

2875 9000 2875 500 2875 9000 2875

Source: JICA Study Team

Figure 6.5.25 Profile and Cross Section of Superstructure for Special Section (Span
Length 180m) (Steel Box Girder with Steel Deck)

(3) Mangrove Part (Navi Mumbai Side)

The PC box girder bridge is applied because the span length is 50m and 30m. The profile
and cross section of superstructure is same as the ones for the general sections on both
marine and land.

(4) Railway Crossing Part

The steel truss bridge is applied because the span length is 65m and 68m. The profile and
cross section of superstructure is shown in Figure 6.5.26.

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Bridge length 70000

6500
14750 500 14750
500 13750 500500 13750 500
6500

6500
1375 6000 6000 1375 1375 6000 6000 1375
500
Source: JICA Study Team

Figure 6.5.26 Profile and Cross Section of Superstructure for Railway Crossing
Section (Steel Truss Bridge)

(5) Road Crossing Part

The PC box girder bridge is applied because the span length is 50m generally. The profile
and cross section of superstructure is same as ones for the general sections on both
marine and land.

(6) Interchanges

A PC box girder for superstructur is selected as same as one for both general sections on
both marine and land because the span length is 50m generally

1) Sewri IC

A PC box girder for superstructur is selected because the span length is 30m generally.
The profile and cross section of superstructure are shown in Figure 6.5.27 as a result of the
preliminary design.

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Source: JICA Study Team

Figure 6.5.27 Profile and Cross Section of Superstructure for Sewri IC (PC Box
Girder)

2) Shivaji Nagar IC

A PC hollow slab for superstructur is selected because the span length is 15m generally.
The profile and cross section of superstructure are shown in Figure 6.5.28 as a result of the
preliminary design.

Source: JICA Study Team

Figure 6.5.28 Profile and Cross Section of Superstructure for Shivaji Nagar IC (PC
hollow slab)

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3) SH54 IC

A PC box girder for superstructur is selected because the span length is 30m generally.
The profile and cross section of superstructure are shown in Figure 6.5.29 as a result of the
preliminary design.

Source: JICA Study Team

Figure 6.5.29 Profile and Cross Section of Superstructure for SH54 IC (PC Box
Girder)

4) ChirleIC

A steel box girder is appled for superstructure across over the railway because the span
length is 65 m in general. For the remaining section, a RC hollow slab is applied for
superstructure because the span length is 15 m generally. The profile and cross section of
superstructure are shown in Figure 6.5.30 as a result of the preliminary design.

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Source: JICA Study Team

Figure 6.5.30 Profile and Cross Section of Superstructure for Chirle IC (PC Hollow
Slab and Steel Box Girder)

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6.6 ITS

6.6.1 Introduction

In this section, the introduction of ITS (Intelligent Transportation System) in MTHL is considerd.
MTHL will be access controled toll road, so MTHL should be considered based on the situation of
introduction of ITS in similar roads of MMR. Accordingly, the appropriate Toll Management
System and Traffic Management System of MTHL shall be planned, in consideration of the
special features of the road and the organizational structure of MTHL.

6.6.2 Situation of ITS Introduction in Peripheral Toll Roads

The situation of ITS introduction in “Bandra Worli Sea Link” and “Mumbai Pune Expressway” are
mentioned as the example of toll road around MTHL. In addition, the situation of ITS introduction
of roads in Mumbai city is mentioned as well.

Source: MSRDC

Figure 6.6.1 Location of the Toll Roads

(1) Bandra Worli Sea Link (BWSL)

1) Outline of BWSL

This project aimed to reduce the traffic congestion of North - South traffic corridor from the
island city to western suburbs. This project is to construct toll road bridges in marine erea
between Bandra and Worle, and BWSL also forms a part of the proposed western freeway.
BWSL of 5.6 km in length was opened in March, 2010. BWSL, exclusive mortor-vehicle way
was designed to support eight traffic lanes.

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The implementing agency of this project is “Maharashtra State Road Development

Corporation Ltd.” (MSRDC), and the Operation and Maintenance Company is “MEP
Infrastructure Developers Ltd.”. The contract of Operation and Maintenance is phase 2 now
for three years.

BWSL has the similar conditions to MTHL, which are marine, longspan and access
controlled toll road.

Source: JICA Study Team

Figure 6.6.2 Bandra Worli Sea Link

2) Toll Management System

The toll plaza of BWSL is only one place of main carriageway tollgate of the Bandra side.
The toll plaza which is equipped with an electronic toll collection system (ETC) has 16
approach lanes including two lanes of exclusive ETC. The ETC system uses (Radio
Frequency Identification) RFID TAG.

The EFKON Toll Management System (ETMS) was installed as the toll management
system of BWSL. The system is devided into two parts, namely Lane side and Control room
side. The systems or equipment in lane are connected with lane controller, with help of lane
engine software application executes all toll collection transactions and other lane
monitoring tasks. The control room consists of workstations which execute point of sale
operation, cash up operations, lane equipment monitoring and toll collector monitoring etc.

The payment options for the toll are manually by cash in manual lane and purchasing of
RFID TAG by ETC in ETC lane. The tolls Tariff for every classification are shown in Table
6.6.1

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Table 6.6.1 Toll Rates (BWSL)

Single Return Daily Monthly Discount Card Discount Card

Vehicle Type
Journey Journey Pass Pass (50 trip) 10% (100 trip) 20%
Car / LMV 60 90 150 3,000 / - 2,700 / - 4,800 / -
Tempo / LCV 95 140 235 4,750 / - 4,275 / - 7,600 / -
Truck / Bus 125 185 310 6,250 / - 5,625 / - 10,000 / -

Source: Study Team

Figure 6.6.3 Toll Plaza (BWSL)

3) Traffic Management System

Road side facilities on BWSL are shown in Table 6.6.1.

CCTV cameras were installed every around 250m on the both sides of main route, and
every around 400 m under the girder for the security. Operators always monitor in a traffic
control room.

EFKON’s Highway Traffic Management System was installed as the road traffic
management system of BWSL. Field side systems and control room side systems are
connected with each other through Fiber optic network.

Table 6.6.2 Road Side Facilities (BWSL)

Item Quantity Interval Location
CCTV (road side) 57 Approx. 250m Road side
CCTV (under girder) 15 Approx.400m Under slub of median
Emergency Call Box (ECB) 11 Approx.1km Road side
Variable Message Signs (VMS) 3 － Entrance of toll plaza
After getting on toll road /each direction
Automatic Traffic Counter -cum – 2 － Toll Plaza /each direction
Classifier (ATCC)

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CCTV
VMS

Source: JICA Study Team

Figure 6.6.4 Road Side Facilities (BWSL)

Source: Study Team

Figure 6.6.5 Traffic Control Room (BWSL)

(2) Mumbai Pune Expressway (Yashwantrao Chavan Expressway)

1) Outline of Mumbai Pune Expressway

The Mumbai Pune Expressway officially the “Yashwantrao Chavan Expressway” is India's
first access controlled tolled expressway. The expressway is a stretch of 94.5 km, six-lane
concrete, connecting Mumbai, the administrative capital of Maharashtra, with Pune, an
industrial hub and cultural capital of the state. The expressway starts at Kalamboli (near
Panvel), and ends at Dehu Rd. (near Pune).

The expressway is the project of BOT scheme, including improvement (expansion to 4

lanes) of NH4, and it was opened in 2002.

The implementing agency of this project is MSRDC, and the concessionaire is IRB
Infrastructure Developers Ltd. The period of concession is for 15 years (2004 through 2019).

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Source: MSRDC

Figure 6.6.6 Route Map of Mumbai Pune Expressway

Source: JICA Study Team

Figure 6.6.7 Mumbai Pune Expressway

2) Toll Management System

The Mumbai Pune Expressway has four toll plazas, which consist of two toll plaza on the
main carriageway (Khalapur and Telagaon) and two of interchanges (Kusgaon and
Lonavala).

The Khlapur toll plaza in Mumbai side has 17 approach lanes including two lanes of
exclusive ETC and the Telegaon toll plaza in Pune side also has 16 approach lanes
including two lanes of exclusive ETC. The ETC system uses RFID TAG.

The payment options for the toll are the touch & go pre-paid IC card, cash by manual and
the purchasing of RFID TAG.

The payment options for the toll are cash by manual in manual lane and purchasing of
RFID TAG by ETC in ETC lane. But there is no compatibility with RFID TAG of BWSL.

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The tolls Tariff for the journey from Mumbai towards Pune paid at Khalapur Interchange are
shown in Table 6.6.3.

Table 6.6.3 Toll Rates (Mumbai Pune Expressway at Khalapur)

Vehicle Type Dehu Road / Pune Kusgaon / Lonavala
Car 195 117
Tempo 300 180
Truck / Bus 418 251
Bus 572 343
3 Axle 990 594
M Axle 1,317 790

All toll collection transactions in the toll booth are monitored by the systems in the control
room. The operators in the control room check the vehicle types identified by toll collectors
and vehicle type identifiers installed at the tollgates, and the processing data such as
vehicle types and toll rates is accumulated.

Source: JICA Study

Figure 6.6.8 Toll Plaza (Mumbai Pune Expressway)

Source: Study Team

Figure 6.6.9 Control Room (Mumbai Pune Expressway)

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3) Traffic Management System

The road side facilities installed on Mumbai Pune Expressway are shown in Table 6.6.3.

Traffic Management System for the monitoring of traffic condition is not installed, and the
operators in the call centre receive the emergency calls and make required initial responses
such as a notification to relevant organizations including the police.

Table 6.6.4 Road Side Facilities (Mumbai Pune Expressway)

Item Quantity Interval Location

ECB Approx.100 Approx.2km Road side
ATCC 4 Toll Plaza /each direction

Source: Study Team

Figure 6.6.10 Call Centre (Mumbai Pune Expressway)

(3) Roads in Mumbai District

1) Traffic Management System

In Mumbai city, a traffic control centre is installed in Mumbai Traffic Police. 229 CCTV
cameras, ATC (Area Traffic Control) signals and 250 non ATC signals are installed in
Mumbai city, and monitored in the traffic control centre. The signal indications are adjusted
based on the confirmation of the congestion situation with images and the communication
from traffic policeplaced at main intersections. The officers of Traffic Police and the staff of
Technical Consultant which Municipal Corporation of Greater Mumbai (MCGM) contracted
are operating in the traffic control center. The staff of the consultant conducts various
operations following the instructions of Traffic Police. The traffic management system made
in Spanish Televent company was installed in Mumbai Urban Transport Project (MUTP)
with a support of World Bank.

48 VMSs are installed in Mumbai urban area, and the messages to display in VMS are set
individually using VMS system in the traffic control centre. However, the provided

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information is limited to static and enlightening messages such as warnings on speed limit
and wearing of helmets. The dynamic road and traffic information such as expected travel
time, congestion level and route guidance is not available. In addition, the enlightening
messages are decided twice a month by Joint Commissioner of Traffic Police.

Source: JICA Study Team

Figure 6.6.11 Traffic Control Centre (Mumbai Traffic Police)

Source: JICA Study Team

Figure 6.6.12 VMS System (Mumbai)

2) Conception of ITS in Mumbai Metropolitan Region (Recommended)

Access routes between Mumbai and Navi Mumbai will be strengthened by the development of
MTHL. Providing traffic information to enable the selection of suitable route by road users shall
be indispensable to enhance the effect of development. To achieve it, VMSs should be installed
in Mumbai and Navi Mumbai sides respectively, and it is desirable to promote the road users’
selections of routes corresponding to their destinations by providing traffic information of
congestion level and expected travel time.

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The conception of ITS is summarized as follow;

• To Provide road traffic information in Mumbai to road users

• To plan the dispersion of inflow traffic to Mumbai district by installation of VMSs at

main intersections

• To Display the traffic condition to VMSs (Traffic information such as prove data of
commercial vehicles can be purchased from suppliers)

Airoli Bridge

Vashi Bridge

MTHL

Traffic Condition: High Low speed

Source: JICA Study Team

Figure 6.6.13 Image of the Conception of ITS in MMR

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6.6.3 Toll Management System

(1) System Configuration of Toll Management System

The toll management system introduced into MTHL which is a toll road shall collect tolls
from all road users of MTHL basically. Two types of toll collection method will be adopted;
Electronic Toll Collection (ETC) and Manual (paying by cash).

The lanes corresponding to these toll collection methods are dedicated ETC lanes and
Manual lanes, and the Manual lane equipment (cash collection) shall be installed to ETC
lanes for backup to be able to cope at the time of the trouble of ETC equipment failure.

1) Manual Lane System Configuration

Source: JICA Study Team

Figure 6.6.14 Manual Lane System Configuration

2) ETC Lane System Configuration

Source: JICA Study Team

Figure 6.6.15 ETC Lane System Configuration

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Source: JICA Study Team

Figure 6.6.16 ETC Lane

(2) Lane Equipment

1) Manual Lane Equipment

Table 6.6.5 Manual Lane Equipment

Equipment Function / Objective

Lane controller Toll processing in the lane
Toll collector terminal POS to be controlled by a toll collector
Receipt printer Issuance of receipt of toll
Intercom Communication with Toll office
Vehicle detector Vehicle detection and vehicle classification
User fare display Display of the passage propriety and the amount of toll
Automatic lane barrier Controlling of the departure of a vehicle with movable gate bar
Lane surveillance camera Monitoring of a lane
Booth surveillance camera Monitoring of a toll collector

2) ETC Lane Equipment

Table 6.6.6 ETC Lane Equipment

Equipment Function / Objective

Lane controller Toll processing in the lane
ETC antenna An Antenna to communicate with on-vehicle equipment for ETC
Toll collector terminal POS to be controlled by a toll collector
Receipt printer Issuance of receipt of toll
Intercom Communication with Toll office
Vehicle detector Vehicle detection and vehicle classification
User fare display Display of the passage propriety and the amount of toll
Automatic lane barrier Controlling of the departure of a vehicle with movable gate bar
Lane surveillance camera Monitoring of a lane
Booth surveillance camera Monitoring of a toll collector

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3) Toll Plaza Computer System

Table 6.6.7 Toll Plaza Computer System

Equipment Function / Objective

Toll plaza server Calculation of the data of each lane
Workstation A console to operate the above-mentioned server
Intercom Communication with each lane
Storage device Storage of data, status and operation logs
CCTV console Controlling cameras, storage of images
Tollgate surveillance camera Monitoring of Toll plaza

(3) Number of Required Lanes

The required number of lanes is calculated by considering the traffic volume (the average
distance between in-coming vehicles), average service time and the level of the service
(expressed as the average number of vehicles in a queue) at the recommended location of
the tollgate.

1) Numbers of Vehicles to be processed

Table 6.6.8 shows the maximum numbers of vehicles to be processed by Manual (cash
collection) in an hour with given numbers of lanes based on Service Time and Service
Level.

• Service Time is eight seconds as the standard service time for the manual toll
collection adopting the flat rate system.

• Service Level is defined as the average number of vehicles waiting in a queue at a

tollgate. While the service level of one vehicle per queue is generally used as the
standard in Japan, the average number of vehicles waiting in a queue of three shall
be adopted for MTHL in consideration of a margin for the processing time and the
numbers of vehicles waiting in queues of tollgates in the peripheral toll roads.

Table 6.6.8 Maximum Numbers of Vehicles to be Processed in an Hour

with Given Numbers of Lanes
(Unit: Vehicles/hour)
1 lane 2 lanes 3 lanes 4 lanes 5 lanes
Flat-rate toll/
340 780 1,230 1,670 2,120
toll collection in cash
(Service Time: 8 seconds, Average Number of Waiting Vehicles: 3)
Source: Design Standard of East Nippon Expressway Co, Ltd.

Numbers of vehicles to be processed by ETC shall be 1,200 vehicles/hour based on the

IRC Standard (SP99-2013).

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2) Utilization Rate of ETC

According to the interviews of the Concessionaires of peripheral toll roads, the utilization
rate of ETC is less than 10 % in 2015, and has a tendency to increase. In consideration of
this situation, 1% of increase is anticipated every year. The utilization rate of ETC shall be
set at 10% in 2022, 20% in 2032 and 30% in 2042.

3) Number of Required Lanes

The required number of lanes is usually calculated from the hourly traffic volume in the
peak hours.

(Design hourly traffic volume) = (Annual average daily traffic volume (AADT)) x (Peak
Ratio)

The number of the required lanes of each tollgate calculated using traffic at a peak hour in
the pricing Case 2 of 2042 is shown in Table 6.6.9.

Table 6.6.9 Number of Reqired Lanes by Type at Interchange

Required
Required Total No. of
Entry No. of
IC Toward No. of ETC required Remarks
/Exit Manual
Lane lane
Lane
Toll Plaza Sewri Entry 1 3 4 Ch19+370
Chirle Exit 1 3 4
Shivaji Nagar Airport→Sewri Entry1 1 5 6 Ch17+400
JNPT→Sewri Entry2 1 2 3
Airport→Chirle Entry3 1 2 3
Sewri→Airport Exit1 1 5 6
Sewri→JNPT Exit2 1 2 3
Chirle→Airport Exit3 1 2 3

4) Concern of the Black Spot in the Interchange

The type of Shivajinagar IC (CH:17+400) is modified clover leaf type. There is a weaving
spot (crossing at short distance) at the confluence of ramp traffic, and it is concerned about
becoming the black spot. There is a point that the traffic flow from planned road (from new
airport) to MTHL (toward Mumbai) overlaps with the traffic flow from MTHL (from Mumbai)
to planned road (toward JNPT). Arrangement Plan of Shivejinagar IC with the weaving spot
is shown in Figure 6.6.17.

Other diverging/merging sections have the enough distance to diverge/merge.

And in “a” section (between Sewri and Shivajinagar) and “b” section (between Shivajinagar
and Main Toll Plaza), it is thought that the accounting process has some problems.

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• Problem ①: It is impossible to discriminate driver’s destination which is toward Chirle

or Sewri at the Toll Plaza of existing design.

¾ Measure: Toll plaza (Entry) of existing design should be moved to the section of
diversion, and the Entry1 (toward Chirle) and the Entry3 (toward Sewri) should be
established.

• Problem②③: Weaving Spot occurs.

• Problem④: After the Entry2 passage, drivers can go straight on without flowing into
the ramp.

¾ Measure: The route going straight direction after the Entry2 passage should be
closed.

• Problem⑤: It is impossible to collect tolls of the section (from Sewri to Airport) at the
Toll Plaza (Exit2) of existing design.

¾ The Exit1 (from Sewri to Airport) should be established.

• Problem⑥: It is impossible to discriminate driver’s destination which is Shivajinagar

or Sewri coming from Chirle at the Main Toll Plaza.

¾ Measure: The Exit3 (from Chirle to Airport) should be established. The toll for all
sections (from Chirle to Sewri) shall be collected at Main Toll Plaza, and the balance
should be refunded in Exit3.

• Problem⑦: It is necessary to prepare for cash to refund in Exit3 and is difficult in

operation.

• Problem ⑧ : The location of Toll Office and the passages for Toll collectors at
Shivajinagar IC need to be considered.

• Supplementary: Manual lane of the Entry3 issues entry ticket, and the toll shall be
collected at Main Toll Plaza.

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 To Airport ①

Entry3

To Chirle
Entry1

⑧
Exit2 ⑤
⑦ ⑥
⑤ Exit1

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Exit3 ②
③
④

Entry2

To Sewri To Port

Source: Study Team

Figure 6.6.17 Arrangement Plan at Shivajinagar IC (Reference)

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(4) Toll Management System Cost Estimation

Table 6.6.10 shows the rough estimated cost of Toll Management System.

Table 6.6.10 Rough Estimated Cost of Toll Management System

Estimated amount
Item Year of expenditure
(in million INR)
Toll Management The completion year of the construction and every
1 204
System 10 years thereafter for renewal
Source: JICA Study Team

6.6.4 Traffic Management System

(1) Outline of Traffic Management System

Traffic Management System is a support system to manage the traffic on MTHL safely and
efficiently. The conceptual system configuration is shown in Figure 6.6.18. The system
consists of the Information collection system including CCTV, Emergency Call Box (ECB),
Automatic Traffic Counter-cum-Classifier (ATCC) and Meteorological Observation System
(MET), and the Information the dissemination system including Variable Message Sign
(WMS).

CCTV cameras shall be installed at around three places per 1km, on both sides of main
route, and the monitoring of the traffic condition of the whole stretch of MTHL will be almost
enabled in the Traffic Control Centre. In addition, the information of ECB, MET and ATCC is
also collected in the Traffic Control Centre and VMS displays the appropriate information for
road users based on the collected information. The information collected by these devices
is transmitted to the Traffic Control Centre through the medium of an optical fiber cable laid
in MTHL.

ECB

Traffic Control Centre

Source: JICA Study Team

Figure 6.6.18 Conceptual System Configuration

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(2) Facility for Traffic Control

1) Information Collection System and Information Dissemination System

Table 6.6.11 Information Collection System and Information Dissemination System

Facility Objective / Function
- Monitoring of traffic condition, traffic congestion and accident, etc.
CCTV : on-road
- Operation such as zoom, the turning by the remote control function
(Closed Circuit Television)
from the traffic control center
CCTV : under-girder
- Monitoring of security under the bridge
(Closed Circuit Television)
MET
- Monitoring of weather condition of Mumbai bay
(Meteorological Observation
- Precipitation, fog, wind direction, wind velocity
System)
ECB - Report support system to the traffic control center at the time of the first
(Emergency Call Box) aid in a disaster, trouble and accident, etc.
ATCC
- Measurement of traffic volume
(Automatic Traffic Counter-
- Classification of vehicle type
cum-Classifier)
VMS - Dissemination of the information such as road condition and weather
(Variable Message Sign) condition

2) Facility Deployment Plan

The deployment plan of the road side facility shall be planned based on the situation of the
similar roads mentioned in 6.6.2 and the discussion with MMRDA.

Table 6.6.12 Deployment Plan of Road Side Facility

Facility Quantity Interval Location
CCTV: on-road 132 Approx.333 m Road side
CCTV: under-girder 22 Approx. 1 km Under slab of median
ECB 44 Approx.1 km Road side
VMS 4 － Entrance of toll plaza
After getting on toll road /Sewri side
MET 3 Approx. 7 km Road side
ATCC 4 － Between Sewri IC and Shivajinagar IC/each
direction
Between Shivajinagar IC and SH54 IC/each
direction

VMSs shall be installed in the inflow section from Sewri side, Chirle side and Shivajinagar
IC according to Figure 6.6.19, and disseminate the road information of MTHL. VMSs shall
be planned not to be installed in the bridge intermediate section and the direction leaving
outward from MTHL. This is because the information dissemination in the bridge
intermediate section is attention enlightenment degree, and there is no information capable
of appropriately enlightening the drivers leaving outward from MTHL.

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VMS

VMS

VMS

VMS

Source: JICA Study Team

Figure 6.6.19 Locations for the Installation of VMS (Recommended)

3) Installation

The installation images of each facility in the bridge part are shown below.

Source: JICA Study Team

Figure 6.6.20 Installation Image of VMS (Recommended)

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CCTV

MET
(8265)
8000

Wind
ECS sens
Rain
ECB gag or Visibilit
e y
sensor

Source: JICA Study Team

Figure 6.6.21 Installation Image of CCTV, ECB, MET (Recommended)

4) Optical Fiber Cable

MTHL’s original communication line shall be installed by laying optical fiber cables on both
sides of the road without using the communication carrier for the communication between
the road side facilities and Traffic Control Centre, because nearly the entire line of MTHL
consists of bridge structure over the Mumbai Bay.

5) Power Cable

Electric power for the road facilities shall be supplied from Mumbai side and the Navi
Mumbai side because nearly the entire line of MTHL is bridge section as mentioned above.
In addition, it is necessary to install generators in both Mumbai side and Navi Mumbai side
as the back up power source at the time of power failure.

Source: JICA Study Team

Figure 6.6.22 Laying Location of Cables (Recommended)

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(3) System Configuration of Toll Management System

Source: JICA Study Team

Figure 6.6.23 Toll Management System Configuration

(4) Traffic Management System Cost Estimation

Table 6.6.13 shows the rough estimated cost of Traffic Management System.

Table 6.6.13 Rough Estimated Cost of Traffic Management System

Estimated amount
Item Year of expenditure
(in million INR)
Traffic Management The completion year of the construction and every
1 475
System 10 years thereafter for renewal
Source: JICA Study Team

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6.7 Safety and security Considerations

6.7.1 Introduction

The purpose is to review the vulnerability of the MTHL to threats, to consider how to provide
a reasonable level of resilience and to give recommendations for inclusion within the MTHL
contract documents.

This chapter consider the physical and operational vulnerability and risk mitigation measures
to three types of threat such as terrorism, crime and civil disruption.

The chapter consists of the following three parts:

• Identify the likely threat to the project by carrying out a threat assessment.

• Review the resilience measures required to counteract the potential threat.

• Safety and Security measures to be installed in MTHL.

6.7.2 Threats assessment

(1) Terrorism

There is a high possibility for terrorist attack in India with several incidents occurring in the
past. Although there is no evidence that bridges are being targeted for terrorist attacks in
India, the past international experience suggest that bridges are targeted for reasons of
symbolism, disruption and significant impact to the national and local economy.

MTHL is strategic linkage and plays important role to connect to the new international
airport and its importance for the future prosperity of greater Mumbai makes it a potential
target. Any act of terrorism made against the bridge structure, buildings, operational
systems and staff represent a high impact threat to the operation of the bridge.
Countermeasures should be adopted to avoid the threat or militate against any
consequences of an action.

(2) Crime

Bridges tend to be exposed to criminal threats. Those criminal threats likely to generate the
highest levels of risk are indicated in the following table:

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Table 6.7.1 Main Criminal Threats for MTHL

Criminal Threat Threat Analysis

Graffiti / Petty Vandalism represent a low-impact criminal threat but may
place a continual management and maintenance burden on the bridge
operators. Failure to rapidly repair the damage caused by graffiti and
petty vandalism has been shown to act as a catalyst for further criminal
damage and is likely to identify the MTHL as an attractive target or
Graffiti / Petty Vandalism location for more serious criminal activities.
Graffiti and petty vandalism may target the bridge structure and / or
personal or commercial property located in and around the structure.
Depending on the nature of the criminal damage, the health and safety
of the offenders -as well as bridge users- may be threatened (e.g. an
individual on the carriageway may present a danger to traffic)
Arson It has the potential to represent a significant threat to the MTHL
It is possible that an individual intent on disrupting bridge security and
Sabotage
safety operations could sabotage security and safety systems.
The MTHL will be exposed to a threat of acquisitive crime perpetrated
by both opportunist and more organised offenders due to its potential
accommodation of valuable items (including personal property, parked
motor vehicles, office and IT equipment).
The MTHL is likely to accommodate (in, for example, the substation
compounds and maintenance zones) building and maintenance
materials, metals, plant equipment and machinery. Such items are
Theft
increasingly being targeted by criminals due to their residual value on
the black market.
While MTHL management may be able to transfer some of the financial
implications of these threats through, for example, insurance, or by
making contractors responsible for their own property, it is likely to
retain a degree of management burden, indirect cost and operational
disruption (e.g. delay in maintenance works)
Although it is not envisaged that MTHL staff, visitors or contractors will
be involved in any activities that would be likely to raise their exposure
Violence/ Against the Person to violence above ambient levels, best practice measures
commensurate with the local threat environment and those deployed at
similar facilities are recommended to mitigate this threat.
Trespass has the potential to represent an important threat to the MTHL
and its operations. Trespass may be the precursor to more serious
criminal offences, such as criminal damage or theft, or it may be the
result of individuals loitering or attempting to, for example, walk across
Trespass the bridge. Individuals trespassing on the carriageway may present a
significant safety risk to passing traffic as well as themselves.
Preventing trespass through access control and intruder detection and
surveillance systems represents one of the principal mechanisms for
mitigating criminal and terrorist threats.
Although drug and alcohol abuse either within the MTHL environs may
not present a direct threat to the bridge and its operations, it may result
in a management burden (e.g. the requirement to dispose of drug
paraphernalia). If the potential for drug and alcohol abuse in the
environs of the MTHL is not responded to, then the MTHL may attract a
Drug and Alcohol Abuse
greater risk of more serious criminality or anti-social behaviour
including. The toleration of drug and alcohol abuse within the MTHL
environs may also serve to increase the fear of crime and negatively
impact on the quality of the environment for MTHL employees, visitors
and users.
Although vagrancy does not present a direct threat to the MTHL and its
Vagrancy
operations, it may result in a management burden, act as a catalyst for

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other forms of criminality and negatively impact on the ambience of the

development and perceptions of criminal threat.
Although prostitution and related offences may not present a direct
threat to the bridge and its operations, it may result in a management
burden. In addition, if prostitution and related offences are not
Prostitution and Related responded to, then the MTHL may attract a greater risk of more serious
Offences criminality or anti-social behaviour. The toleration of prostitution and
related offences within the MTHL demise or environs may also serve to
increase the fear of crime and negatively impact on the quality of the
environment for MTHL employees, visitors and users.
Prominent bridges are commonly used as places where individuals
attempt or commit suicide. Suicide attempts may have an adverse
Suicide / Attempted Suicide impact on bridge operations - for example leading to traffic disruption as
emergency services respond to such incidents. Suicidal individuals may
also present a danger to traffic by trespassing on the carriageway.
Source: JICA Study Team

(3) Civil Disruption

There have been a number of cases of protests and civil unrest in India such as
demonstration. However, it have not been identified that specifically target bridge structures.
Nevertheless the following forms of civil disruption are possible.

Table 6.7.2 Civil Disruption for MTHL

Criminal Threat Threat Analysis

'Grandstanding' protest activities typically involve a
relatively small number of individuals who attempt to
achieve significant publicity and a large audience for their
cause through the extreme nature or audacity of their
protest activities rather than by mobilising a large number
of people.
Protests targeting bridges can be of the grandstanding
Grandstanding
type - involving, for example, protestors scaling bridge
structures, hanging banners advertising their cause from
them and 'locking' themselves to bridge structures
Such protests have the potential to cause significant
disruption to traffic flows and bridge operations (e.g.
through forcing the closure of the carriageway) for an
extended duration.
Demonstrations typically involve a relatively large number
of individuals who attempt to achieve significant publicity
and a large audience for their cause through mobilising a
large number of people rather than engaging in extreme or
Demonstration
audacious forms of protest activity.
Such protest activities are unlikely to target the MTHL,
although they would have the potential to cause significant
disruption to traffic flows and bridge operations.
Source: JICA Study Team

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6.7.3 Requirements for Threats

The followings show the general requirements for threats.

(1) Terrorism

Robust structure with solid piers shall be provided. Provide barriers to vehicle entry at
abutment and substations. CCTV entry recorded.

(2) Crime

Deter entry and provide barriers to entry at toll plaza buildings, abutments and substations.

(3) Civil Disruption

Measures to prevent access to attractive areas of occupation for protests

6.7.4 Safety and Security measures to be installed

The Security Plan (safety and security measures) has been developed to mitigate the threats
and risks identified in front sections in order to define and coordinate the individual mitigation
measures identified in the latter. The plan consists of five elements:
y Access management
y Surveillance
y Target hardening
y Active security
y Command & control

The combination of these elements will deter, detect and delay intrusions and attacks and
provide verified alarms in order to initiate a security force and/or police response.

(1) Access Management

Access management will be achieved by a combination of the following elements:

y Zoning of the site
y Access control
y Physical security measures
y Electronic access control

① Zoning of the Site

The following zoning strategy will be adopted:

y Zone 1 Public Areas

Public accessible area on foot or vehicle where no or minimal measures are taken to control
access.

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y Zone 1a Pedestrian Public Areas

Public accessible area on foot where physical measures are taken to control vehicle access.

y Zone 2 Semi Public Areas

Open areas not normally on public rights of way and enclosed escape routes considered
normally private with controlled access that may be breached by the public in cases of
emergency.

y Zone 3 Private Areas

Private areas where visitors are permitted access only with permission and which will
normally be occupied by maintenance staff. The areas themselves are not critical but may
give access to security critical elements of the structure.

y Zone 4 Restricted Areas

Critical areas of the MTHL which are fundamental and of critical importance to the crossings
operation.

This zoning described above is applied to the following table:

Table 6.7.3 Civil Disruption for MTHL

Area Zone
Classification
Road carriageway deck 1
Access to substations 1a
Access to the abutments 1a
Access to toll plaza buildings 1a
Approach piers(low level) 2
Deck level maintenance walkway 2
Rescue Stations 3
Substation compounds 3
Abutments 3
Toll Plaza Buildings 4
Control room 4
The deck maintenance zone 4
Approach pier tops 4

② Access Control

Access control shall be achieved by a combination of physical and electronic measures to

manage both pedestrian and vehicular access

a) Staff Access

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• Management staff

Management staff will have the authority to move around the MTHL across all
security zones upon authentication of an identity token.

• Security staff

Security staff whilst having generally permissive access based on authentication of

identity must be subject to robust tracking and monitoring in critical areas.

• Maintenance staff

Maintenance staff should ideally be permanent members of MTHL staff. They will only
have access to the areas they are required to visit for task completion. Areas which
have been graded as critical that require access should be accessed under a permit
condition.

• Approved contractors

Approved contractors should be accompanied at all times. Areas which have been
graded as critical that require access should be accessed under a permit condition.

• Cleaning staff

It is assumed that cleaning staff are only permitted to the office areas under
supervision. Their access across zones must be very carefully controlled.

• Utility employees

These will be treated as visitors and will have to access the MTHL substations through
the staff access points and be accompanied at all times.

b) Vehicle Access

• Zone 1

Unimpeded vehicle access is provided on the deck carriageways.

• Zone 1a

The access roads have vehicle controls this is achieved using a combination of
landscaping and road bollards.

• Zone 3

The access road to substations and toll plaza buildings has a demarcation vehicle
control barrier. The substation compound has vehicle access gates. There is no vehicle
access into the individual buildings.

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③ Physical Security Measures

a) General

Physical measures shall be used to establish controlled perimeters and layers of security
that relate to the security zones and boundaries as previously outlined in this plan.
Physical standards of doors, shutters and access hatches have been chosen to deter
and delay unauthorised entry to secure areas, effectively segregating Staff, maintenance,
power production/distribution and plant areas from public areas. With associated fencing
around compounds, the physical systems provide the necessary barriers to prevent
uncontrolled entry, with the electronic systems providing verified intrusion alarms via
appropriate sequential sensor technology or visual verification of breaches in those
barriers such that a Police response may be initiated.

The operational response strategy and timings will be matched to the delay times offered
by the physical measures installed.

The physical measures include the following:

y Key locking
y Doors
y Physical construction of buildings
y Back filling of trenches to prevent access to cables/control equipment
y Shutters
y Barsets
y Access hatches
y Fences
y Rising Blockers and Static Bollards — Impact rated

Specific measures at the zone boundaries are outlined in the following sections.

b) Zones 1— 2 boundary

For vehicles it will be the static bollards/rising blockers on access roadways and the
associated curtilidge around the substations and abutments. A 10m stand-off from the
abutment for vehicles shall be achieved using landscaping, retaining walls, ditches,
bermes etc.

c) Boundary of Zone 1/2 and Zone 3

The second physical layer is the construction of the building envelopes which comprises
the wall, roof, door and openings.

For pedestrians this boundary will be the outer demarcation lines through the use of
fencing around the substations and operational buildings.

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• Substations, Abutments, Toll Plaza Buildings:

Doors shall take two forms, where an internal lobby can be created then the outer facing
door shall be constructed to SR1 classification or similar. This will provide a sacrificial
barrier in security terms which is used as a deterrence to would be trespasses, arsonists,
and graffiti artists alike. Immediately inside after a lobby shall be a second door rated
SR3 or similar. This will provide the delay barrier until the security response attends site
to investigate the alarm generated when the first outer barrier is breached. Where a
sacrificial barrier cannot be installed then the outer door/shutter shall be classified to
SR3 rating or similar.

• Deck Maint enance Zone:

Access hatches from roadway level into the deck interior are to be lockable
hinged/sliding access points of steel construction and are to satisfy LPS 1175 SR3 or
equivalent, with equivalent BS EN 12320 padlock standard for forced entry from deck
level.

d) Boundary of Zone 3 and Zone 4

Zone 3 leads into the deck maintenance zone and control room. Doors accessing this
area from the abutments shall be rated SR3 or similar. Control rooms shall be provided
with SR3 rated doors or similar.

e) Standards

• Doors, shutt ers & barsets

Wherever possible, all security-rated doors, shutters and barsets shall be security rated
as specified and independently certified. Where custom physical measures are required,
they shall be equivalent to the required rating and subject to approval by MMRDA's
adviser prior to use.

• Key Suiting

All door keys shall be subjected to a key suiting regime suitable for operation across
abutments and doors on the bridge itself. Shutters and hatches throughout the MTHL
shall be subject to a similar suiting regime for any padlocks used.

• Locks

When not part of a security-rated doorset, locks provided shall comply with BS 3621 or
better and be part of the key suiting regime.

• Padlocks

Any padlocks used shall comply with BS EN 12320 Grade 3 or better and chosen to suit
the local environment in terms of corrosion resistance. The form of the padlock and its

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associated Hasp and Staple (where applicable) shall be chosen to suit the local locking
requirements.

• Fences

Perimeter fencing and gates shall be to (weldmesh or weldmesh panels) of 3000mm

height (excluding any topping). Topping shall be provided if detection system effective
capture area does not extend above fence height.

This welded mesh product shall be manufactured from hard drawn 4mm wire and
welded at every intersection of 76.2mm by12.7mm so that the apertures are finger and
toe proof.

• Electronic Access Control

An electronic access control is required to provide convenient and secure passage

through the security zone boundaries previously described from public areas to Staff,
maintenance areas and higher control areas. The access control system (ACS) will be
supplemented by appropriate key locks, padlocks and suitable doors (as previously),
with impact-rated static and rising barriers being provided for hostile vehicle mitigation.

The system shall be compatible with any existing access control sites. As a minimum
this shall entail the use of common ACS credentials facilitated by the use of compatible
MTHL readers.

The ACS system shall comprise a centralised PC based server with distributed
controllers for local door control.

ACS shall be used as follows:

Location Reader Type Direction
Abutment Proximity In only
Control room Proximity In only
Toll Plaza Buldings Proximity In/out

(2) Surveillance

① General

Electronic surveillance systems comprising intruder detection devices and video

surveillance/recording shall provide the means of establishing a breach in the security to
critical areas and subsequent monitoring of the incident either in real time, and/or from
recordings for forensic review.

The surveillance system shall comprise elements of both standard analogue and
Thermal Imaging cameras. The thermal imaging cameras shall be used to aid traffic
management throughout the length of the bridge deck in all weathers and investigating

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deck security alerts.

② Intruder Detection

A fundamental element of the layered security strategy is the provision of an intruder

detection system. This shall be used across the MTHL site to provide indication to the
local and remote control locations that a potential intrusion has occurred or an
unauthorised event that needs investigating.

The system shall be compliant PD6662 or better with additional sensors/CCTV as

necessary to provide alarm verification integrated with the access control and CCTV
systems and to provide a verified alarm state to the Operator.

PD6662 places a responsibility on security alarm system installers to carry out a risk
assessment, establish a system grade and to then design a system based on the grade
and to design the installation of the system according to the installation environment.
Whilst the grading of the system is the responsibility of the Installer, the strategy is based
on a Grade 3 system being installed.

A panel “Red Care Ready” shall be provided at each of the abutments to monitor the
IDS devices from the local abutment, sub-station and its compound. A PC shall be
provided in the control room to manage the entire system.

Additionally, each IDS panel shall monitor the status of roadway access hatches along
the bridge to its mid-point and the alarm status of the Perimeter Intruder Detection
System (PIDS).

An alarm key pad shall be installed, adjacent to the Alarm Panel(s) and wall mounted at
site locations where necessary for Staff to set or part-set the system for their normal site
activities. These are considered to be:
y The entrance to the substation compound
y The entrance to the abutments compound

Each vulnerable compound shall be provided with a detection system, connected to the
local abutment panel, to detect the presence of intruders moving between the fence and
the building or from the sacrificial lobby into the operational areas of the crossing.

Where the detection system monitors lengths of fencing the Perimeter Intruder Detection
System (PIDS) shall be divided into appropriate sector lengths coordinated with the
CCTV coverage to give full sector length video display on alarm initiation via one or
more cameras.

③ CCTV

CCTV cameras shall be installed at around three places per 1km, on both side of main

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alignment and the monitoring traffic condition including the invasion of suspicious person
and unidentified objects of whole stretch of MTHL shall be carry out in the Traffic Control
Centre. And also, it will be installed under bridge every 1km. In addition, patrol car and
boat will be provided to MTHL. Details of those facilities are shown in chapter 6.6.4
Traffic management System.

The CCTV system shall be flexible to allow for future changes in technology such as the
adoption of IP/HD cameras. A requirement for the use of thermal imaging cameras has
been identified and the system shall be capable of managing, monitoring and recording
images as an integral part of the system. They shall comprise dual head technology
using an analogue CCTV camera and a thermal imaging camera both being fully
functional unit for long distance bridge deck surveillance.

The system shall provide matrix display and management of video images for use by the
operators in live and record modes of operation.

The Operational Requirement (OR) of each camera shall be stated in terms of its
surveillance task, these being monitor and control, detect, observe, recognise or identify
categories as defined by the Home Office Scientific Development Branch (HOSDB)
CCTV Operational Requirements Manual (Publication No. 28/09). Each category has an
associated requirement for image size based on a nominal 1.7m high figure. In HOSDB
terminology, where the image of the figure fills the monitor screen from top to bottom, the
image is said to be 100%. Recommendations from HOSDB used are:
y Alarm verification: greater than or equal to 10% R
y Observe: greater than or equal to 25% R
y Recognise: greater than or equal to 50% R
y Identify: greater than or equal to 100% R

The system shall incorporate a means of camera switching and control to enable the
Operator(s) to display any camera onto any screen and provide sequencing of defined
pictures. It shall have all common features and facilities to enable the efficient control of
variable speed fully functional (PTZ) cameras (whether standard or incorporating a
thermal element), and respond to alarm inputs from the IDS and ACS to provide
automatic display of a relevant picture (or pictures) in response to an alarm activation.

Serial alarm input capability shall be suited to the input/output requirements of the MTHL
initial system deployment and the number of required control/display locations, but shall
also be capable of expansion in terms of camera and alarm inputs, display facilities and
Operators to accommodate future additions to the MTHL system.

Images shall be displayed on Operator screens capable of a variety of display formats to

allow versatility of information display as follows:
y Full screen view (single camera)

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y Split-Screen Views e.g. 4, 8, 16

y Sequencing of full/split-screen views

The system shall incorporate privacy zoning capabilities to ensure any neighbouring
properties cannot be overlooked. It shall be able to configure and manage 3D spatial
masking.

Pre- and Post-Event recording shall be supported with playback automatically

commencing on the operator's screen in response to an alarm occurrence.

The system storage capacity supplied shall be adequate to record and store video from
ALL cameras continuously at the following parameters, the storage comprising multiples
of hard-disk drives configured in RAID format:
y Resolution - full 4CIF
y Low compression - less than 30%
y Image capture - 12.5ips
y Length of storage before overwrite - 28 days

All standard cameras shall support high-resolution (460HTVL) Day/Night CCD units that
are substantially sensitive in the IR region for the security task. The camera/lens
combination shall ensure adequate pictures under ambient lighting conditions. Where
necessary, supplementary illumination in the form of LED IR illuminators shall be
provided. Where IP cameras are used they shall support MPEG4 Pt 10 or H264
transmission and Power over Ethernet.

As required for the installation vandal resistant camera housing shall be provided. The
intention is that these shall be used for the external coverage of the substation,
abutment and toll plaza buildings.

④ Traffic Management Systems

There shall be an intelligent traffic management system that shall be able to monitor the
flow of traffic, which will be able to provide information to the management team that
vehicles have stopped not on an individual vehicle by vehicle basis but in adequate
detail to alert them and allow the CCTV system to be used to establish the cause of any
blockage and confirm the likelihood of it being associated with either criminal or terrorist
activities.

⑤ Security lighting to Sub-Station, compounds and buildings

Security lighting to be co-ordinated with sensitivity of CCTV surveillance system to

provide 24 hour surveillance capability and where niches are created additional lighting
shall be provided to deter the presence of unauthorised persons.

⑥ Guarding Support Systems

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The Main Crossing shall have a common private mobile radio system that allows
security and bridge maintenance to communicate throughout the entirety of the bridge.

⑦ Security Signage

This will comprise statutory health and safety and CCTV for monitoring purposes and
those required to inform the public of semi-private and private areas. These will match
the zones highlighted in the zoning drawings. Typically they shall say "No public Access
Except in Emergency" or similar as such signs may conflict with signs indicating
emergency exit routes.

(3) Target Hardening

In a direct response to the issues raised in the threat and risk assessment and
subsequent resilience review, the following additional structural measures form a
fundamental element of the security strategy.

① Structure

The substation and abutment walls and roofs shall be constructed of solid in situ
reinforced concrete not less than 150mm thick.

Openings for windows, vents, etc. shall have bar sets installed on the secure inner side
to deter and delay any attempt entry.

② Viaduct Base

For Vehicle access below the viaduct:

y Access by unauthorised vehicles below the viaducts at spans shall be prevented by

the use of landscaping, retaining walls, ditches, bermes etc.

y Similar measures shall be used to prevent unauthorised vehicle access within 10m
of the base of on-land viaduct piers.

y Impact rated barriers for hostile vehicle mitigations measures shall ensure no clear
gap of more than 1.2m (1200mm).

③ Voids

Voids are of a significant concern in respect of security and the searching of voids is a
time consuming task.

The term "voids" covers a wide range of spaces: the internal cavity of a stud wall, for
example, is a void as it is a space which is never legitimately accessed for any reason
once constructed, risers which are rarely accessed could be considered a void if located
next to a critical element of the structure.

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For the purpose of this document, therefore, a void is considered to be any space that is
either never accessed or is inaccessible to which section a) below applies, or is rarely
accessed that could be exploited by terrorist or other criminals and that will need to be
searched, certified as clear and then sealed.

The major issue with voids is the secretion of items or possibly persons in preparation for
some form of criminal or terrorist attack. In respect of items of almost any form the time
period within which items could be secreted extends well into the construction phase.

This section sets out the requirement to manage voids.

a) Void Certification

A process of identification and certification of voids shall be implemented as part of the

design and build process to the satisfaction of the Overseeing Organisation. This shall
include; identifying, classifying, maintaining a register and finally certifying that any voids
are clear of concealed or embedded explosive devices.

b) Service Voids

In order to reduce the number of service voids to a minimum, common access panels
are preferable to individual service chambers. In practice, therefore, this requirement
means that instead of individual access panels for each major component of a piece of
equipment, a service room to the rear of the equipment's public façade giving access to
all the internal components and which is accessed via a single door secured to LPS
1175 SR2 or better shall be used. In addition, access to a service void should not be
from any unobserved public space and ideally should be in a non-public area.

The equipment and services within service voids should be set out to facilitate the ease
if search and where possible floors should be kept clear. Service voids must be kept
clear of construction and installation debris.

c) Design Safety

Some of the accessible voids that will be searched may be in areas where personnel are
not expected to go. Therefore, individuals responsible for designing areas that could
require searching should take due cognisance of the local health and safety regulations
and bear in mind that if a person can access a void it will be accessed (possibly
regularly) and will need to