project memorandum for elevated suburban rail … memorandum for elevated suburban rail corridor...

Project Memorandum for Elevated Suburban Rail Corridor (Oval Maidan – Virar) in Mumbai

August 2012

0.1 INTRODUCTION

0.1.1 BACKGROUND

Mumbai has one of the most crowded and overloaded suburban systems in the world. The System is operated by Western and Central Railway (Figure 0.1) and is spread over 319 route km operating more then 2,300 train services daily.

The Western Railway Corridor is about 60 km long from Church gate to Virar with 28 stations. Non air-conditioned EMU trains of 9/12/15 coaches run for about 20 hours a day. The trains are over-crowded much beyond their rated carrying capacity with headway of around four minutes and are intensively utilized. The City is expanding towards Virar and beyond resulting in high annual growth rate in passenger movement between Virar and Borivali as compared to southern sections. The capacity augmentation of the existing suburban railway system carried out in the MUTP phase-I does not cater to the ever increasing commuter traffic demand on this section.

Ministry of Railways (MOR) is concerned about the capacity constraint on the Corridor and is keen to take suitable measures to augment the system capacity as well as to provide improved services to the commuters.

Lateral expansion by way of laying additional tracks by the side of existing tracks in not feasible due to non availability of required land strip for most length of the Corridor. MOR has therefore, envisioned a two track elevated Corridor with a capacity to run 8/12/15 car air-conditioned trains at a minimum frequency of 90 seconds along Churchgate-Virar section. It is expected that introduction of air-conditioned EMU services will help in addressing the twin issues of capacity constraint as well as non-availability of high quality travelling comfort to the commuting public. MOR plans to implement the Project through private sector partnership on DBFOT basis.

0.1.2 STUDY OBJECTIVES

The primary objective of the Study is to prepare a Technical Feasibility Report for the Project in a manner which ensures:

i. an alignment that is feasible with least disturbance to the existing train operations and is operationally efficient;

ii. integrated suburban stations with new elevated platforms generally positioned directly above the existing platforms and connected through common concourse where feasible;

iii. architecturally designed viaducts, stations and other structures that are non-intrusive to the City landscape;

iv. adequate infrastructural facilities (e.g. depots, stabling lines, cross-overs,


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substations, control, etc.) for superior train operation with Peak Hour Peak Direction Traffic (PHPDT) of 90,000 passengers;

v. retaining the existing platforms and tracks at ground level (no realignment or rebuilding, only retrofitting for modernization);

vi. better dispersal of passengers from stations to the nearby streets and other transport facilities;

vii. technology-driven modular construction methodology that requires shorter (of a few hours) and least number of traffic/ power blocks on existing running lines;

viii. Adequate commercial development in the air space above tracks along with the stations to facilitate higher commercial revenues and development of harmonious and complementary real estate on railway land around stations through relocation of existing offices and other structures.


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Figure 0.1 Mumbai Suburban Rail Network

MIRA ROAD

MARINE LINESCHARNI ROADGRANT ROAD

MAHALAXMILOWER PAREL

ELPHINSTON ROAD

MATUNGA

MAHIM

KHAR

VILEPARLE

JOGESWARI

MALAD

KANDIVALI

DAHISAR

BHAYENDAR

NAIGAON

NALASOPARA

CHURCHGATE

MUMBAI CENTRAL

DADAR

BANDRA

SANTACRUZ

ANDHERI

GOREGAON

HARBOUR LINE

5th LINE

6th LINE(UNDER CONST.)

THANE

DIVA

VASHI

BELAPUR

TURBHE

KURLA

RAVLI JN.

CARNAC BUNDER

C S T

FORT MARKET

COLABA

PANVEL

APTA

KHANDESWAR

KALYAN

AIR PORT

VIRAR

VASAI ROAD

BORIVALI

MUMBAI SUBURBAN RAIL NETWORKLEGEND

EXISTING LINES ALONG C.G.-VIRAR CORRIDOR

STATION

EXISTING RAIL NETWORK

6th LINE ( UNDER CONSTRUCTION)


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0.1.3 STUDY PROGRESS AND SUBMISSIONS

Twelve submissions have been made as part of the Assignment and this report is the final submission. The list of interim/ draft submissions is as follows:

Sr. No.

Submissions

1 Inception Report 2 Gauge Study Report 3 Ground Survey and Alignment Report 4 Traffic Data Report 5 Architectural Report 6 Construction Planning Report 7 Report on Inter-modal Integration and Dispersal Facilities 8 Social and Environmental Impact Assessment Report 9 Operation System Report

10 Report on Road Traffic Diversion 11 Capex Report 12 Draft Final Report

Regular and continuous interaction with the Client and other stakeholders has been maintained throughout the Study. Regular meetings were held with WR nominated officials for updating the study progress and discussing/ resolving the project related issues. In addition, presentations to CAO (Construction)/ WR, GM/ WR and Railway Board Members were made. Meetings and presentations with other stakeholders viz. Govt. of Maharashtra, MMRDA, MCGM, Traffic Police, Utility Agencies, Mumbai Heritage Conservation Committee, etc. have also been held at several occasions in co-ordination with WR.

For implementation of the Project, support and co-operation of Government of Maharashtra (GOM) is considered essential. Accordingly, Western Railway sought the assistance of GOM with regard to land and property acquisition, utility shifting/diversion, R & R, traffic dispersal, intermodal integration and also for the additional FSI for commercial exploitation of railway land. GOM on request of Western Railway constituted a technical committee comprising of all the stakeholders of the City. The technical committee studied the referred issues in detail and submitted its Report to GOM.

Honourable Chief Minister of Maharashtra referred the matter to Hon’ble Minister of Railways vide his D.O. letter Number CMS/FS/10(4)/224 dated 26.7.11 and sought the views of ministry of Railways. Hon’ble Minister of Railways vide his DO letter number 2001/Infra/12/18 date 2.11.11 advised the


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State Government that implementation of full corridor from Churchgate/Oval Maidan to Virar is essential.

A joint task force has been constituted comprising members from Railway Board, GOM, Western Railway and also Planning Commission. This Report takes into consideration views/ suggestions received from the Client during the progress of the Study.

During steering committee meeting on 14.08.12, it was decided to further minimize private land/property acquisition for the project and accordingly, consultant M/s RITES have been asked to realign the corridor afresh with the objective of substantial reduction in requirement of private land/property acquisition. They have also been asked to reduce the train length to 8 cars.

0.1.4 GAUGE SELECTION

a) Transport System Capacity

The proposed Elevated Corridor shall have a design capacity of 90,000 passengers per hour per direction. The train length could be upto 15 coaches and headway up to 90 seconds. Both BG and SG based system are capable of providing the specified transportation capacity.

Gauge

Train size

coaches

Coach width (m)

Shell length

(m)

Coach capacity

(pax)

Peak hr. Frequency

(sec)

Peak hr. Capacity

(pax) BG 12 3.66 20.726 319 150 91872

SG 12 3.2 21.85 294 140 90720

b) Gauge Selection

Both gauges have their advantages and disadvantages which need to be viewed in context with the boundary conditions, limitations, degree of freedom, etc. available for the Project.

Standard Gauge (1435mm) is invariably used for metro railways world over. During the last decade, a large number of new metros have been constructed and all these have gone in for Standard Gauge even though the national gauge for mainline railways in some of these countries was different.

As over 60% of world railways including most advanced railway systems use standard gauge, the technology available is state of the art - be it track systems, coaching, motive power or signaling.


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In India, the national gauge is Broad Gauge (1676mm) and this gauge has been adopted for the Kolkata Metro and 3 corridors of phase 1 of Delhi Metro. All new MRT corridors in Delhi, Kolkata, Mumbai, Bangalore and Chennai are being implemented with SG.

c) MOR’S DECISION ON GAUGE

After submission of the Quick Study Report, MOR, vide letter No 2008/WP/Metro/Mumbai (WR)/Main dated 17.03.2009, advised consultants to progress on the study with Broad Gauge.

0.2 TRANSPORT DEMAND ANALYSIS

0.2.1 STUDY AREA CHARACTERISTICS

Mumbai, with its present population of over 13 million generates about 14 million daily vehicular trips - about 50 percent of them being catered by the suburban railway.

Four-fold growth of population since 1951 has been largely accommodated in the suburbs while highest concentration of jobs has remained in the Island City. Moreover, the physical characteristics of the City are such that the growth has to spread northwards only, and all transport facilities are concentrated within three narrow corridors.

0.2.2 TRANSPORT DEVELOPMENT PROPOSALS

Mumbai Urban Transport Project (MUTP) has been formulated by MMRDA in order to bring about improvement in traffic and transportation situation in the MMR. In order to further improve the suburban railway services, Mumbai Rail Vikas Corporation (MRVC) has formulated MUTP II. There are numbers of Urban Transport related projects, some of which are under implementation stage. These are expected to bring only marginal improvements in the transport supply along the Corridor.

0.2.3 PRIMARY TRAFFIC SURVEYS

Primary traffic surveys have been carried out at selected key locations around all 28 existing suburban stations for assessing the traffic and travel characteristics of the commuters in the influence area of the Rail Corridor.

i. Pedestrian Volume Counts

ii. Bus Stop Surveys

iii. Bus/ IPT Terminal Surveys


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iv. Classified Traffic Volume Counts at Major intersections

v. Classified Traffic Volume Counts along with Passenger Occupancy at Mid-

block/ Screen line Locations

vi. Parking Surveys

0.2.4 RIDERSHIP ESTIMATES

The Churchgate – Virar elevated Corridor is being planned for air-conditioned premium services - generally following the alignment of existing sub-urban rail system with the station placement at the existing locations.

MMRDA has carried out a Comprehensive Transport Study (CTS) for Mumbai Metropolitan Region which includes the detailed analysis of travel demand in different alternatives scenarios of population, employment and network development for various horizon years.

RITES, with the help of Ministry of Railways had requested MMRDA to carry out a traffic assignment exercise on the proposed Churchgate – Virar elevated suburban rail Corridor by using their transport demand model and provide the ridership figures for various horizon years. This exercise however, could not be completed for various reasons and an alternative approach to ridership estimate was followed.

For any given year (accounting for the natural growth in ridership), the total passenger movement along a corridor would remain the same in all scenarios – be it the continuation of the existing system, or with the addition of the proposed elevated Corridor and/ or the parallel metro Corridors. The passengers on the proposed elevated suburban rail Corridor would therefore, be the result of shift of ridership from the following two sets of existing transport systems. In other words, there will be a redistribution of total passengers amongst various modes with overall ridership remaining the same.

o Shift of passenger from existing suburban rail system o Shift of passengers travelling within the immediate influence area on

the parallel major roads along the elevated Corridor by various road modes including bus, taxi, auto and private modes

The ridership on the existing suburban rail system and road network will get reduced to that extent. There will however, be some latent travel demand which will materialise once an efficient and comfortable transport mode is available to commuters.


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The existing suburban rail system carries about 90000 passengers in peak hour peak direction between Churchgate-Borivali and 30000 passengers between Borivali – Virar as per the available data for 2005.

In spite of the development of parallel Metro Corridors, the suburban Corridor will continue to have a significant catchment area, whose passengers are likely to prefer the metro like travel experience of the proposed elevated sub-urban system.

About 50 % of 1st class suburban rail passengers would shift on to the elevated Corridor once the facility is available. The shift from 2nd class passengers is expected to be about 20%. This translates into a combined shift of about 26 % of the suburban Rail passengers onto the proposed system

About 10% of passengers using buses, autos, taxis and private modes are also expected to shift to the proposed elevated Corridor because of the advantages with respect to travel time and comfort.

Accordingly, for the base year i.e. 2009, the expected shift to the proposed elevated rail Corridor (peak hour peak direction) is estimated as follows;

Based on the available figures of expected population growth and passenger trends of suburban passenger traffic, the following growth rates are taken for increase in traffic on the proposed elevated Corridor in various horizon years.

SECTION TRAFFIC GROWTH RATE

Up to 2026 Beyond 2026 Church gate – Borivali 2% 1% Borivali – Virar 5% 3%

The ridership projections for the two sections of the Corridor for various horizon years are as follows. It has been considered that the system will be operational in the year 2019 and the ridership projections have been done for next 30 years at 10 year intervals. It is important to note that these are average values, and some sections will have higher or lower PHPDT.

Projected PHPDT along the Proposed Elevated Corridor in various Horizon Years

SECTION PHPDT* Year 2019 2029 2039 2049From To Total Total Total TotalOval Maidan - Churchgate Dahisar 44000 51000 57000 62500Dahisar Virar 16000 22000 33000 43500

SECTION Shift from Rail Shift from Road TotalChurchgate-Borivali 25000 2500 27500 Borivali – Virar 9000 1000 10000


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It is difficult to estimate/ project the land use and traffic scenario beyond 2049. The design traffic capacity of 90000 PHPDT may be achieved sometimes beyond the year 2060.

The travel movement pattern on the elevated Corridor and distribution of passengers at various stations is likely to remain same.

0.3 GROUND SURVEY AND ALIGNMENT

0.3.1 EXISTING SYSTEM

There are two existing corridors between Churchgate and Borivali, one for slow local and other for fast suburban trains, where mainline long distance services are also run between Mumbai central and Borivali, In addition 5th line (up and down) has been provided in Mumbai Central - Borivali section (except between Mahim and Santacruz) and is generally used for diversion of through trains during peak hours. 5th line between Mahim and Santacruz and 6th line between Mumbai Central – Borivali is under construction, to achieve segregation of suburban and non suburban traffic. From Central Railway two lines (Harbour Corridor) enter from east side at Mahim and run parallel to western Railway network up to Andheri, Further extension of Harbour lines up to Goregaon is in progress. Between Borivali-Virar, there were only two lines and two more have been added.

0.3.2 MAJOR CONSTRAINTS

Existing corridors are highly congested in terms of train operations, resulting in non availability of traffic and Power blocks during day time necessitating construction of new corridor with short duration traffic and power blocks.

Land availability

Between Mumbai Central and Churchgate the space is not available for construction of columns of elevated corridor. There are a number of private buildings between Charni Road and Grant Road right at the edge of railway boundary, necessitating alignment to be taken underground. Proposed corridor also needs to be extend beyond Churchgate, up to Nariman point/ Mantralaya.

On Mumbai Central Borivali stretch, restricted clearance is available between outermost line and railway boundary. 6th line work has also been taken in hand by MRVC. All this require special design and construction methodology to be adopted for the Elevated Corridor.


August 2012

Between Borivali and Virar, there are 4 lines and adequate land is available in considerable length for two future lines. New corridor has to be proposed keeping provision for two future lines. Wherever land is available or can be acquired; at grade alignment is considered preferable. The Corridor passes across Vasai Creek necessitating bridge with special design, spans and headway clearance.

Due to existence of 81 Nos. of FOBs, and 25 ROBs, height of corridor deck has been kept generally more than 15 meter, depending upon floor height/ road level.

There are 4 high EHV power transmission lines at Ch. 25770m, 32400m, 38470m and 41590m having height of 20.66m, 18.40m, 18.70m and 18.2m above existing rail level respectively. Provision of elevated corridor will need raising / modification of these EHV lines. By keeping the proposed Corridor at grade between Dahisar and south of Bhayandar, raising of two Reliance EHV lines at Ch. 38470m and 41590m has been avoided.

Due to height restrictions imposed by Airport authority of India in Air funnel stretch, the Elevated Corridor has to be brought at grade for a length of 2.2 km between Santacruz and Vileparle - involving acquisition of private land and properties.

Crossing of Elevated Corridor over the existing corridors from east to west and vice versa due to space constraints has been necessitated, to avoid / minimize acquisition of land.

0.3.3 PLANNING AND DESIGN NORMS

The proposed corridor will have two BG lines at 4.725m centre to centre for elevated / at grade stretch and 15.05m for underground stretch on mid section as well as on station with cut and cover and 20m on stations with NATM method. The proposed alignment is in conformity with BG schedule of Dimensions adopted by Delhi Metro.

Minimum adopted radius for main lines is 300m for elevated, underground, and grade sections. In exceptional cases, for elevated section 200m radius has been proposed at a few locations.

Track Structure : For main line 60 kg UIC wear resistant rails LWR/CWR, for elevated and underground section with ballast less track, and for at grade alignment ballasted track with 300mm ballast cushion on PRC sleepers 1660 No.s /Km

Horizontal curves at stations: Not less than 1000m in underground, elevated and at grade stretches.


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Cant deficiency not to exceed 100mm and actual cant (a) not to exceed 125mm.

Transition length: For sectional speed of 100km, transition length adopted is 0.44 ca or 0.44 cd, whichever is higher.

Vertical curves: Minimum radius adopted for vertical curves is 2500m in normal and 1500m in exceptional circumstances. No Vertical curves have been proposed at change of grade points, steeper than 0.4% No overlap between vertical and horizontal curves has been proposed.

Gradients: At stations 1 in 1000 (steepest) and in mid-section 2% normally and in exceptional situations 3% compensated.

Points and crossing: on main line 1 in 12 types and in depot 1 in 8½.

0.3.4 ENGINEERING SURVEY

Topographic survey of the entire corridor for a length of 63.185 Km has been carried out covering Churchgate to Virar and extending to Oval Maidan on south of Churchgate and also towards North of Virar. All details like road, rail tracks, all natural and manmade features, take off points, curves details, other electrical signal installations were collected. Survey drawings showing all required details were prepared in Auto CAD in DWG/DFX format.

0.3.5 ALIGNMENT DESIGN

The guidelines for alignment design for the elevated corridor include:

a) provision for laying 6th line between Borivali and Mumbai Central b) To keep adequate provision for future 5th and 6th lines between

Borivali and Virar, and also for dedicated freight corridor between Vasai Road – Virar.

For the purpose of study, the corridor has been divided into three sections and alignment proposals developed for each section.

(i) Oval Maidan – Churchgate – Mahalaxmi

(ii) Mahalaxmi – Borivali

(iii) Borivali – Virar

Section – 1 Oval Maidan - Churchgate - Mahalaxmi

Three alternatives were suggested as per TOR:

(i) Elevated on west side through private land (ii) Elevated on east side along adjoining road (iii) Underground between Charni road - Grant road


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These alternatives were not found feasible and three more options were studied. Option 4, as elevated on public roads eastside via Pramanand Road, A. Nair Road and option 5 as underground. During the presentation and discussions of GM and other officials of Western Railway with Advisor to Deputy Chairman, Planning Commission on 20.06.11, another option to take corridor elevated at Mahalaxmi and beyond towards Churchgate to reduce the underground length as far as possible has been studied and designated as option – 6.

Land in a length of 900m is required for switch over ramp from underground to elevated, which could be located between Mahalaxmi station and EMU workshop for option 5 and between Grant Road and Mumbai Central for option 6. The underground option between Oval Maidan – Churchgate - Mahalaxmi has been considered feasible and other options have not been found feasible, due to various constraints, mainly non availability of land, non availability of roads of adequate width, private properties right on edge of Railway boundary, Heritage buildings, etc.

Over and above the six options investigated, Railways suggested two more alternatives. One – covering one of the lines on one extreme end and on either side in a box tunnel as well as providing the elevated corridor on top of that. The other constructing elevated corridor on columns or portals over one of the existing lines. These two alternatives have not been considered feasible, as execution of work will need giving up one corridor during construction, in addition to other constraints.

Thus, construction of elevated corridor between Churchgate and Mahalaxmi has not been found feasible.

The Consultants also investigated U/G option between Churchgate & Mahalaxmi. The proposed underground alignment for this stretch starts from Chainage (-1250m), Chainage of Churchgate buffer end being reckoned as 00.0m, decreasing towards south and increasing towards north. Two independent tunnels of 5.7m internal dia are proposed at 15.05 m centre to centre to be done by T.B.M. This will enable provision of island platforms for stations.

First underground station at Oval Maidan / Nariman point is proposed at Ch. (-550m) south of Veer Nariman Road crossing. The length of tunnel beyond Oval Maidan station upto Ch. (-1250m) will be utilized for provision of operational facilities.

The proposed underground Colaba - Bandra- SEEPZ Metro alignment crosses the Elevated Corridor at Ch. (-190m). The difference between the rail levels of both the systems is 10.0m.


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The alignment runs on east side of Churchgate station under Maharishi Karve Road up to Ch. 2525m and then deflects west side to come under tracks and runs under railway tracks from Ch. 2600m to Ch. 4100m (1500m) and then comes on west side outside running tracks and pass through car shed. Underground section ends at Ch. 6787m and alignment continues on 1 in 33.3 up grade to achieve height of 15m above rail level. Again at Ch. 6283m, Colaba – Bandra - SEEPZ Metro is crossing. Here, the difference between the rail levels of both the systems is 11.0m.

Five underground stations namely Oval Maidan, Churchgate, Charni Road, Mumbai Central and Mahalaxmi have been proposed in this section.

The underground alignment is considered feasible between Oval-Maidan and Mahalaxmi, as

(i) Acquisition of private land / properties is minimum. (ii) Road traffic diversions will be limited. (iii) Will serve Nariman point/ Mantralaya (iv) Oval Maidan station will get integrated with Hutatma Chowk station on

Coloba –Bandra Metro (v) Operational facilities will be provided, at Oval Maidan (vi) Aesthetics of Heritage Buildings will not be affected

Section - 2 Mahalaxmi – Borivali

The alignment is mainly elevated except for a Length of 2.2 Km north of Santacruz to north of Ville Parle station, where due to height restrictions imposed by Airport Authority of India, this has to be brought to surface.

The provision for 6th line has been kept in view, while proposing the alignment. From Mahalaxmi north at Ch. 6787m, the alignment touches ground level on a rising grade of 1 in 33 and continues till it achieves 15m height at ch. 7302m. The alignment continues on west side along the railway track (DN Local). A number of curves have been introduced to keep the alignment within railway right of way to minimize acquisition of land. Between Ch. 10098m and Ch. 10331m, the alignment crosses over to east side, by negotiating reverse curves.

Two stations are proposed on west side viz Lower-Parel at Ch. 7580m and Elphinstone road at Ch. 9250m. In this stretch, there is no major constraint except acquisition of Municipal/BEST land.

Dadar station is proposed at Ch. 10535m on east side and onwards alignment runs on east side right upto Borivali north.


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The alignment is kept minimum 6m and up to 15m from proposed 6th line and running tracks are on one side generally to avoid disturbance to train operations during construction. Between Mahim and Bandra, the proposed alignment is on east side of Harbour lines.

Proposed Charkop – Bandra - Mankhurd Metro alignment crosses at Ch. 14235 m. E.C. will require raising to 18.00m above existing rail level and Metro deck will need lowering to 8.5m above existing rail level to provide adequate clearance between E.C. and Metro. Matunga Road, Mahim and Bandra stations are proposed at Ch. 11575, 13050m and 14643m respectively.

Between Chainage 15151m and 18000m, two options were considered - one on west side of Bandra Terminus and other on East side. Modified option II alignment is on east side of Bandra Terminal platforms. A series of curves have been introduced in order to keep the alignment within railway right of way. Bandra E.C. station is proposed at Ch. 15650m, to ensure better service to long distance passengers alighting and boarding at Bandra terminus.

Considerable private land will be required between Ch. 16438m to Ch. 17690m (about 7450 sqm). Santacruz station is proposed at Ch. 17650m on east side, keeping height of deck at 13m.

To accommodate the alignment at-grade and by dispensing with the Vileparle station (E.C), the land requirement is substantially reduced to 6295sqm (Govt. land 3152sqm and Pvt. Land 3143sqm) from 17934sqm. Between Ch. 20000m to Ch. 21000m also, 9308 sqm of private land need to be acquired. For accommodating 6th line, M.R.V.C has also proposed to dismantle the fast line platforms at Ville Parle.

Alignment enters Andheri yard from Ch. 20700m. For crossing the ROB at North of Andheri station at Ch. 21535m, height of deck needs raising to arrive a clearance of 5.50m above the ROB. Further, at Ch. 22180m - for crossing Versova – Andheri – Ghatkopar Metro Line, the deck height has to be 20m from existing rail level.

At Andheri, a new station building is under construction, the height of which has to be restricted to a maximum of 12 m. Andheri E.C. station is proposed at Ch. 21960m. The constraint at Andheri is acquisition of 6138 sqm of private land.

Between Andheri and Borivali, alignment continues on east side. Only constraint is acquisition of private land having properties, and also Govt., Defence, Food Corporation and Municipal land.

There are two EHV transmission lines crossings EC at Ch. 25770m (and Ch. 32400m, which will need to be raised / modified.


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Section – 3 Borivali – Virar

While proposing the alignment for this section, provision for two future lines has been kept. Feasibility of keeping alignment at grade has been seen, wherever land is available within railway right of way, or feasible for acquisition. From Borivali north, the alignment has been taken from east to west side by crossing over the existing tracks, and kept parallel to existing tracks, on extreme west side along railway boundary in order to keep available railway land for future expansion.

Proposed alignment in this stretch is:

Elevated up to Ch. 38300m. At grade from Ch. 38300m to Ch. 41630m. (3.33km.) Elevated between Ch. 41630m to Ch. 44191m. (2.56km.) At grade from Ch. 44191m to Ch. 50387m. (6.196km.) Elevated from Ch. 50387m to Ch. 61223m. (10.836km) and then brought at grade for entry to proposed car shed

0.3.6 STATION LOCATIONS

There are 28 existing station on the corridor from Churchgate to Virar while for the new corridor from Oval Maidan to Virar, 26 stations have been proposed. Out of which 5 stations are underground, 19 are elevated and 2 are at grade.

S.No. Proposed stations

Chainage UG/Elev/At grade

Existing RL

Proposed RL

Existing stations Chainage

1 Oval Maidan -550.000 UG 3.700 -8.800 2 Churchgate 525.000 UG 4.500 -11.100 Churchgate 0.000 Marine Lines 1248.000 3 Charni Road 2375.000 UG 4.697 -10.700 Charni Road 2220.000 Grant Road 3689.000 4 Mumbai Central 4375.000 UG 2.500 -13.100 Mumbai Central 4536.000 5 Mahalaxmi 5925.000 UG 2.220 -12.900 Mahalaxmi 6036.000 6 Lower parel 7580.000 Elev 3.100 18.200 Lower parel 7743.000 7 Elphinston Road 9250.000 Elev 3.325 21.800 Elphinston Road 9070.000 8 Dadar 10535.000 Elev 3.595 21.970 Dadar 10438.000 9 Matunga Road 11575.000 Elev 3.572 18.700 Matunga Road 11873.000 10 Mahim Junction 13050.000 Elev 3.359 19.000 Mahim Junction 13054.000 11 Bandra 14643.000 Elev 4.313 22.500 Bandra 14800.000 12 Bandra Terminus 15650.000 Elev 4.657 19.800 Khar road 16394.000 13 Santa Cruz 17650.000 Elev 7.955 20.820 Santa Cruz 17800.000 Ville Parle 19760.000 14 Andheri 21960.000 Elev 10.819 31.000 Andheri 21955.000 15 Jogeshwari 23900.000 Elev 12.479 32.100 Jogeshwari 23710.000 16 Goregaon 27000.000 Elev 12.000 31.100 Goregaon 27014.000 17 Malad 29450.000 Elev 13.650 33.000 Malad 29461.000 18 Kandivali 31435.000 Elev 12.763 31.500 Kandivali 31403.000 19 Borivali 34200.000 Elev 14.305 32.550 Borivali 34178.000 20 Dahisar 36900.000 Elev 8.723 24.400 Dahisar 36512.000 21 Mira Road 40000.000 At Grade 3.967 4.000 Mira Road 39923.000 22 Bhayandar 43325.000 Elev 5.793 23.920 Bhayandar 43300.000 23 Naigaon 47737.000 At Grade 5.850 6.500 Naigaon 47880.000 24 Vasai Road 51337.000 Elev 3.930 19.100 Vasai Road 51685.000 25 Nalasopara 55837.000 Elev 3.590 20.900 Nalasopara 55845.000 26 Virar 59912.000 Elev 6.169 24.200 Virar 59895.000


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0.3.7 LAND REQUIREMENT

The Land is required for Railway Structures (including Route Alignment), Station Buildings,

Platforms, Entry/Exit Structures, Ventilation Shafts, Traffic Integration Facilities, depot, stabling yards etc.

Receiving/Traction Sub-stations Temporary Construction Depots and work sites

In order to keep acquisition of private/Govt. land to the minimum, the alignment has been so chosen, that it remains mostly within the Railway land. At some locations where sufficient Railway land is not available, the acquisition of private/Govt. land has been proposed. A summary of land required other than Railway land is as follows:

S No.

Section Private land (in Hact.))

Govt. land (in Hact.)

Total Land required (in Hact.)

Oval Maidan - Mahalaxmi 0.406 - 0.406 2 Mahalaxmi - Borivali 4.797 2.914 7.711 3 Borivali - Virar 5.475 12.918 18.393 4 Virar Depot 65 - 65 Total land required 75.678 15.832 91.510

Six traction sub-stations have been proposed within the available Railway land and 12200 sqm of land will be required for locating the TSS/RSS. During construction period, 19.30 hact of railway land will also be required for construction depot.

In addition to above, 2.841 hact. Of land will be required temporarily in Oval Maidan for construction of underground Oval Maidan station. This land belongs to State Govt./ Oval Maidan Trust and will be returned back after construction duly restoring back the maidan in present state.

Consultants M/s RITES have been asked to rework the requirement of private land/property acquisition by redesigning the alignment with 8 car train lengths and also with directions to remain within Railway’s ROW as far as possible even at the expense of affecting existing Railway’s facilities to some extent.

0.4 UTILITIES

0.4.1 A large number of sub-surface, surface and over head utility services viz. sewers, water mains, storm water drains, gas pipe lines, telephone/ communication cables, overhead power transmission lines, power cables, traffic signals, etc. exist all along the proposed alignment.


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0.4.2 Apart from the above utilities, Western Railway’s huge network of Traction

Power cables, Traction Power Installations, DC and AC traction substations, SPs and SSPs, Signal and Telecommunication cables, traction OHE masts and structures, Signal posts, power supply cubicles, location boxes etc. are spread along and across the entire alignment.

0.4.3 The proposed corridor has been planned within Railway’s ROW and the some of the utility services and Railways vital installations are encountered at a number of locations.

0.4.4 These utility services are essential and have to be maintained in working order during different stages of construction by temporary / permanent diversions and relocation or by supporting in position. Any interruption to these will have serious repercussions on sensitive suburban services and direct impact on the commuters besides setback in construction and project implementation schedule. Meticulous planning, therefore, will be necessary in tackling the issue of protection / diversion of these utility services and as well as Railway’s vital installations.

Details of the existing utility services along the proposed alignment have been collected from the concerned authorities. The affected portions of the services with reference to the proposed alignment were identified and temporary diversion and permanent relocation proposals of the affected services have been identified.

0.5 STATION PLANNING AND ARCHITECTURE

0.5.1 GENERAL

Stations on the Line A total of 26 stations have been planned, at an average spacing of around 2.25 km. The inter-station distance varies from 1 km to 4.5 km due to traffic and topographic reasons.

Rail Levels and Alignment Proposed rail level in underground section is approximately 15 m below the ground level. The rail level on the elevated section is generally about 15 m and up to 20 m above road level.

Platforms Underground stations have been planned around island platforms, while all elevated and at-grade stations are planned to have side platforms.

0.5.2 PLANNING NORMS


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To maximize the system’s attraction to potential passengers, the following criteria have been observed:

o Minimum distance of travel to and from the platform and between platforms for transfer between lines.

o Adequate capacity for passenger movements.

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

Following requirements have been taken into account:

o Minimum capital cost is incurred consistent with maximising passenger attraction.

o Minimum operating costs are incurred consistent with maintaining efficiency and the safety of passengers.

o Flexibility of operation including the ability to adapt to different traffic conditions, changes in fare collection methods and provision for the continuity of operation during any extended maintenance or repair period.

o Provision of good visibility of platforms, fare collection zones and other areas, thus aiding the supervision of operations and monitoring of efficiency and safety.

o Provision of display of passenger information and advertising.

o Passenger handling facilities comprise of stairs/escalators, lifts and ticket gates required to process the peak traffic from street to platform and vice-versa.

0.5.3 SELECTION OF TYPICAL STATIONS

Five typical station cases have been selected for preparing representative station plans in conformity with the ultimate station passenger loads. The selection covers all 3 categories: underground, elevated and at-grade; as well as station with maximum, average and minimum peak passenger loads.

i. Churchgate : Underground ii. Dadar : Elevated iii. Andheri : Elevated iv. Goregaon : Elevated v. Mira Road : At-Grade

0.5.4 STRUCTURAL FEASIBILITY

For all the elevated stations, Single pier structural principle is recommended and for at-grade station, the portal principle is recommended.

Concourse Arrangement


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Arrangement with two paid areas on each side of the concourse and one single non-paid area is recommended, as it provides more flexibility in terms of the AFC gates arrangement, and allows for maintaining the continuity of unpaid zone along the 300 m long concourse. For Underground Stations, the island platform version is recommended, wherein the station width can be controlled at around 25 m, and therefore improves the feasibility of the underground stations. For Grade level Stations, the general principle is to have platform at grade level, a portal system covering them, and connected to new footbridges crossing the existing structures above.

0.5.5 CONCEPTUAL PLANNING FOR SELECTED TYPICAL STATIONS

The block plans indicating the proposed layouts and configuration of representative stations w.r.t. the existing sub-urban system and surrounding urban development have been prepared. These take into account the ultimate peak hour passenger loads, locational characteristics, integration with the neighbouring transport systems and urban environment.

0.5.6 ARCHITECTURAL DEFINITIONS

Roof and Elevations Two types of roof concept for elevated stations are proposed; The single shell: A set of triangle modules of 15 m span, slightly inclined on the top, and chasing the soft northern light, while being closed to the south side, to protect from the sunlight and harsh shower of monsoon season.

In addition, the modular pattern could be easily adapted to the curvy layout of many of elevated structures. Natural ventilation on platforms and concourse area is ensured through louvers embodied in the lateral side of each module.

The Merging Loop concept: represents a figure of cross connection, and dynamism of exchange between two systems. This option is recommended for a station such as Andheri - with a distinct character in comparison with the other station on the proposed Corridor.

The concourse elevation will be designed with vertical perforated panels, in order to ensure the same level of natural ventilation and lighting than the single shell option.


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Underground Spaces The underground concourse architecture provides a comprehensive vision of all the functions, and facilitates commuter’s orientation inside a very dense urban context. Materials and signage, participate into a balanced mixture of space sensitivity, and generate an easy to use and modern commuter experience inside the new stations.

0.6 INTER MODAL INTEGRATION AND DISPERSAL FACILITIES

0.6.1 CONCEPT

The Transport Integration measures are proposed to o facilitate efficient transfer and dispersal of passengers from/ to the

proposed system o provide for effective inter-modal interchange of the passengers with the

feeder modes including walk o integrate the proposed system’s entry/ exits with those of existing

suburban system and upcoming transport infrastructure

The peak hour passenger loads of the stations on this new system will ultimately reach the same levels as experienced today at the present sub-urban stations. Majority of the suburban rail passengers walk to/ from the Railway stations, and a significant percentage also depends on buses and IPTs for feeder mode to/ from the stations. The modal distribution of the feeder trips for the proposed system is likely to remain the same.

It is necessary to plan for the combined total peak hour passenger loads at the new integrated stations. The modal distribution of the feeder trips for the proposed system is likely to remain the same. However, the quantum of passenger dispersal volumes in the station areas would almost double in the future.

0.6.2 EXISTING TRAFFIC DISPERSAL

The major issue in the dispersal of passengers around the station areas is of general traffic congestion caused by intermixing of pedestrians with vehicular traffic, narrow streets – partially encroached by parking and street vendors, unorganised IPT/ bus stands, lack of defined pick/drop areas and inadequate parking facilities.


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0.6.3 TRAFFIC DISPERSAL AND CIRCULATION PLANS

The present transport infrastructure and dispersal facilities would need to be augmented to handle the additional volumes. Up-gradation/ widening of roads and walkways, pedestrian cross-over facilities, skywalks, new/ augmented bus/ IPT stands, planned pick-up/ drop-off areas, one-way traffic movement, additional access facilities, parking facilities and increased frequencies of public transport are the prominent measures suggested for this purpose.

Additional measures such as integrated ticketing, dedicated feeder services, introduction of modern low floor ‘urban’ buses, etc. can also help in reducing delay and travel time of feeder trips for maximizing the efficiency of the System.

0.7 CONSTRUCTION PLANNING

0.7.1 APPROACH

The following considerations have been made while proposing the construction methodology;

o Feasibility to construct with least disturbance to existing train operations

o Operationally efficient

o Within the parameters, guidelines laid down in TOR

The Corridor has been divided into three parts viz., Underground, Elevated and At-grade for the purpose of framing its construction methodology;

The construction of underground tunnels will be done by Tunnel Boring Machine (TBM). The stations are to be constructed by cut and cover method and stations are proposed to be linked with twin bored tunnel and required number of cross passage for meeting NFPA requirements. The TBM will be launched at every station and to be taken out at next station. The tunnels in between stations are proposed to be constructed for independent drive.

The construction of underground stations is briefly described below:

I. Oval Maidan is to be constructed by cut and cover method. The land for the station construction is available. The excavation for the station may be partially in soil and partially in Rock.

II. Churchgate is also to be constructed by cut and cover method and excavation involved will be partially in soil and partially in rock. The basic requirement is to integrate with the existing Churchgate station in order to easy movement of the passengers.

III. Charni Road is proposed to be constructed by cut and cover method and


August 2012

excavation involved will be partially in soil and partially in rock. The availability of the land is very limited due to the important structures on either side of the road. The proposed layout of the station was not acceptable to the Western Railway due to involvement of a platform during construction. Therefore, it was proposed to shift the layout of the station by 2 m on eastern side. Due to this shifting the whole parking area of the Saifi Hospital will be occupied during construction and maintaining the access for the hospital will be very difficult. This shifting will involve the Pori Masjid area as well as four private buildings. If settlement with the Pori Masjid and acquisition of private properties is not worked out, the only option for the construction of the station is by mining with the two end shafts located at the traffic junction.

IV. Mumbai Central is to be constructed by cut and cover method and excavation involved will be partially in soil and partially in rock. The land availability at the station is not a constraint. An ROB exists across the station layout. It is expected that the foundation of the piers for the ROB are open footing due to the rock head at shallower depth. The excavation in rock can be carried out by protecting the pier foundations by means of slope stabilisation with greater Factor of Safety.

V. Mahalaxmi is proposed to be constructed by cut and cover method and excavation involved will be partially in soil and partially in rock. It is assumed that three tracks namely down local, yard line and shunting neck will be blocked during construction. If Railway is not in the position to spare these lines during construction then only option for the construction of the station is by mining with the two end shafts located at the either end of the flyover.

The underground stretch switches to elevated through ramp to meet the first elevated station at Lower Parel. Due to the space restriction and presence of some structures, the alignment has to switch from east to west and vice versa, therefore, elevated viaduct has been classified as standard viaduct and special bridges. Standard viaduct is termed as the combination of substructure and superstructure which follow the typical design. The viaduct has been designed for a live load of 18 tonne/ axle. The special bridges are proposed at locations where the alignment has to cross the existing ROBs, cross from east to west or vice versa and at Vasai Creek. The pier location has been so marked that centre line of pier is atleast 6 m from the centre line of the outer most track. This is to ensure that there is no disturbance to the existing rail traffic during construction of foundation and also to ensure safety during all construction activities.

The substructure and superstructure of special bridges have been designed for each special location considering the constraints, span length requirements and other design considerations:


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TYPE OF BRIDGE SPAN CONFIGURATION

(m) REMARKS

Concrete –Balanced Cantilever 50+90+50 NM Joshi Marg ROB

Concrete –Balanced Cantilever 82.21+130+82.21 Dadar Crossing over from west to east side of existing corridor.

Concrete –Balanced Cantilever 40+60+40 Bandra ROB

Concrete –Balanced Cantilever 40+60+40 Underground metro intersection.

Concrete –Balanced Cantilever 40+60+40 Western Highway ROB (Andheri)

Concrete –Balanced Cantilever 40+60+40 Western Highway ROB (Kandivali)

Concrete –Balanced Cantilever 50+90+50 Crossing over from west to east side of existing corridor north of Kandivali Station.

Concrete –Balanced Cantilever 40+60+40 Western Highway ROB Concrete –Balanced Cantilever 50+90+50 Swami Vivekanand ROB

Concrete – Balanced Cantilever 82.21+130+82.21 Crossing over from east to west side of the exiting corridor.

Concrete Simply Supported Bridge

1x20.6 + 28x48.5 South Vasai Creek Bridge

Concrete Simply Supported Bridge

11x48.5 North Vasai Creek Bridge

The standard substructure comprises of:

o Typical Piers with monopile and multiple foundations

o Cantilever piers with multiple pile foundations

o Portal piers with multiple pile foundations.

Since the existing corridor is heavily congested with the presence of numerous rail tracks it had been very difficult to find space for the locating the typical substructure so that there is no interference with the ongoing rail traffic. It is for this purpose, the cantilever and portal piers have been proposed at some locations, specifically near or within the railway yards. However, at some locations, since it was impossible to avoid infringement with the yard tracks, Western Railways would be required to shift or temporarily shut those tracks until the completion of substructure construction.

For the proposed design concept of superstructure, two alternative construction methods have been proposed, depending on the operability at a particular location.

o Segmental built span by span;

o Full precast span.


August 2012

Both the techniques involve launching of precast segments or full span from top of already erected deck with the help of launching gantries. The location of this first span will be near or inside the proposed casting yard so that the first span could be launched with the help of cranes or gantries supported on ground. These locations have been so proposed that there is no influence of this activity on the existing corridor.

The casting yard for the tunnel segments has been proposed near Railway Printing Press. The segment casting yard for the viaduct has been proposed at three locations viz. North of Jogeshwari, between Mira road and Dahisar station and near Naigaon

0.7.2 ROAD TRAFFIC DIVERSION PLANNING

Objectives

o To minimize disruption to the movement of traffic on roads adjacent to the proposed Corridor, especially near the station areas

o To provide for uninterrupted access to all stations

o To accommodate the existing bus/ IPT stands near the station areas for unaffected inter-modal dispersal

Concept The project construction poses significant challenges in view of the multiple constraints of existing Railway tracks/ infrastructure, ROBs, FOBs in addition to the extremely limited road space in the vicinity for traffic movement. At certain locations, lands/ properties contiguous to Railway Land are proposed to be acquired for the Project. This will involve the removal of the properties and their incidental access roads – and not require any alternative traffic diversions. However, at several locations the construction of the proposed Corridor and Stations will involve partial or complete closure of existing roads for varying amounts of time.

Site Specific Construction Sequence And Traffic Diversions Plans The quantum of surface roads affected by the proposed project varies for the different levels of construction. The capacity of the alternative road networks has been assessed for identifying the roads with spare capacity to carry the quantum of diverted traffic. Suitable Traffic Circulation Schemes have been suggested so as not to exceed V/C Ratio of 1 on any road with the diverted traffic. The bus stops/ IPT stands, if affected by the diversion, have also been suitably planned at alternate locations near the station entry/ exit points.


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0.8 SYSTEM DESIGN AND MAINTENANCE FACILITIES

0.8.1 DESIGN BASIS

Rolling Stock of Broad Gauge, air-conditioned coaches of 3660 mm width, Train comprising motor car (MC) and trailer car (TC) in basic unit of 3 cars

(DTC-MC-MC or TC-MC-MC), Schedule speed of 36 km/h in train operation plan which is same as in the

present sub-urban system of Western Railway, and One emergency siding at Jogeshwari and other stabling lines for 15-car

rake for morning start of train services at Oval Maidan (3) and in Dahisar – Mira Road section(4), Naigaon (8), Bandra (2). These places can be used to reverse direction in emergency.

0.8.2 TRAIN OPERATION PLAN

i. The salient features of the proposed train operation plan are:

Running of services for 19 hours of the day (5 AM to Midnight) with a station dwell time of 30 seconds,

Design speed – 100 km/h Acceleration – 1.1 m/s2 Maximum service deceleration - 1.2 m/s2 Make up time of 5-10% (on the tangent track) with 8-12% coasting. Scheduled speed for Corridor shall be 36 km/h.

ii. Transport Capacity provided:

Transport capacity of 90242 PHPDT is achieved with 12 car train running at headway of 3 min on Oval Maidan – Churchgate - Dahisar section (Table 0.8.1).

Table 0.8.1: Transport Capacity Provided on the Corridor

Year

Details Oval Maidan - Dahisar

Dahisar – Virar

2019 Cars/train Headway in minutes phpdt demand phpdt Provided

6 3

44000 45120

6 6

16000 22560


9 3

51000 67680

9 6

22000 33840


9 3

57000 67680

9 6

33000 33840


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12 3

62500 90242

12 6

43500 45120

For restoration of breakdown, following facilities are proposed at Virar Coach Maintenance Depot

One accident relief train (ARTs) with Diesel locomotive Catenary Maintenance Vehicle Road cum Rail Vehicle with re-railing equipments

Crossovers have been planned at Bandra, Jogeshwari, Dahisar, mira Road and Naigaon stations with a view to maintaining train services during dislocations caused by technical failures / accidents.

0.8.3 MAINTENANCE FACILITIES

On the basis of total rake requirement (Table 0.8.2), train maintenance facilities are planned at Virar. These include overhauling, inspection, and maintenance and repair of the rolling stock and also for track, civil engineering, traction power supply, ventilation, air conditioning and signalling.

Table 0.8.2: Year wise Car and Rake Requirement

Year Corridor No. of Cars

per Train Headway

in min Total No.

Rakes Total No.

Cars 2019 OV - CCG - DIC 6 3 48 2882019 DIC-VR 6 6 17 102 2029 OV - CCG - DIC 9 3 48 4322029 DIC-VR 9 6 17 153 2039 OV - CCG - DIC 12 3 48 5762039 DIC-VR 12 6 17 204 2049 OV - CCG - DIC 12 3 48 5762049 DIC-VR 12 6 17 204

0.8.4 TRACTION SYSTEM AND POWER SUPPLY

i. Traction System Keeping in view the ultimate traffic requirements, uniformity, standardization and other techno-economic considerations, 25kV ac traction system is proposed for the Corridor.

ii. Power Supply Total hourly demand of traction power supply including air conditioning of coaches for complete section of Oval Maidan to Dahisar and Dahisar to Virar with different length of train and frequency is estimated to be 54.69 MVA for the year 2019.


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Sources of Power Supply

Table 0.8.3: Sources of Power Supply

S. No

Section Power Supply Voltage

Point of supply /Receiving Stations

Approx. Distance of

TSS 1. Oval Maidan –

Borivali 110 kV

Tata Power Co.- i) Mahahaxmi Race Course ii) Dharavi iii) Marve iv) Borivali

2.5 km 4.5 km 7.5 km 3.5 km

2 Borivali - Virar 110kV

MSEDCL (MSEB) Vasai Road

10 km

0.8.5 SIGNALLING AND TRAIN CONTROL SYSTEM

Signalling

The system description and specifications of Signalling and Train Control system on the proposed corridor shall be similar to Metro systems being operated in India. Sub-system/ components will conform to international standards, like CENELEC for RAMS and EMI/EMC, BS, IS, IRS, IEC, ITU-T etc. As far as possible, open standards like ETCS, UGTMS may be followed. The concessionaire may examine provision of CBTC (Communication Based Train Control) and passenger screen doors (PSD) for ensuring passenger safety due to the elevated section at a future date.

Telecommunication

The proposed telecom system will cover Train Traffic Control, assistance to Train Traffic Control, CCTV image capturing at station for safety and security of passengers, Maintenance Control, emergency control, station to station dedicated communication, Telephone Exchange, Passenger Announcement System and Passenger Information and Display System within the station and from Central Control to each station, Centralized Clock System, Train Destination Indicator, Instant ‘on-line’ Radio Communication between Central Control and Moving Cars and maintenance personnel, Data Channels for Signalling, SCADA, Automatic Fare Collection etc. and onboard CCTV image transmission to OCC/Stations for safety and security of passengers.

0.8.6 AUTOMATIC FARE COLLECTION

Automatic Fare Collection (AFC) system is proposed, supplemented with Passenger Operated Machines (Automatic Ticket Vending Machines) to be provided at important stations like Mumbai central, Dadar, Bandra and Borivali. Two POMs will be provided at each station.


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0.8.7 VENTILATION AND AIR-CONDITIONING SYSTEM

Since Underground stations have limited access to natural ventilation, it is proposed to provide forced ventilation on the stations and inside the tunnel.

0.9 SOCIAL AND ENVIRONMENTAL IMPACT ASSESSMENT

0.9.1 ENVIRONMENTAL BASELINE DATA

LAND ENVIRONMENT

Land use

Land use pattern along the alignment is generally residential and commercial, with some part of the alignment from Malad to Borivali being open area.

Soil Quality Representative soil samples were collected from four locations namely Marine Line(near Rly.station(E), Mumbai Central(near Rly Station(W)) , Kandivali(near Anna Nagar(E) and Virar(near Rly Station(W)). The parameters considered for analysis are (i).Texture, (ii).pH, (iii).Organic matters, (iv).Nitrogen, (v).Phosphorus, (vi).Sodium, (vii).Potassium, viii).Calcium, (ix)Magnesium.

Seismicity Mumbai falls in Zone-III (however very near to Zone –IV) of Seismic Zoning Map of India.

WATER ENVIRONMENT

The analysis reveals that water characteristics are within the permissible limits. Mahim creek and Bay receive large volumes of effluents from tanneries and other industries in addition to domestic waste water making it unsuitable for the living organisms.

AIR ENVIRONMENT

Air Quality Ambient Air Quality Monitoring (AAQM) has been carried out by setting up ambient air quality monitoring stations through High Volume Sampler (HVS) at five locations i.e. Churchgate, Mumbai Central, Andheri, Bhayandar and Virar for the parameters like SPM, RSPM, NOx, and SO2, CO and HC. The values of Suspended Particulate Matter (SPM) at three locations are higher than the prescribed limits established by CPCB.


August 2012

Noise Level Quality Noise levels were measured at five locations along the project alignment at 2.0 m distance from source as per standard practice. The noise levels recorded at two residential locations (Bhayandar and Virar) are higher than prescribed permissible levels

ECOLOGICAL ENVIRONMENT

Flora and Fauna Wild life near project site is mostly near the Mahim creek, Bhaindar-Naigaon mangrove areas, “Salim Ali Bird Sanctuary” and the Sanjay Gandhi (Borivali) National Park.

Mangroves At two locations (Mahim Creek and Bhayandar-Naigaon), mangrove plantations exist along the project alignment. The proposed alignment covers 400 m. water logged area, 200m forest area and 3397m mangrove area

The compensation for the loss of mangrove trees has been provided in the estimate as per the Ministry of Environment and Forest guidelines.

0.9.2 POSITIVE ENVIRONMENTAL IMPACTS

Employment Opportunity

Approximately 2400 persons are likely to work directly or indirectly for construction of the project. In post-construction phase, approximately 3,100 people will be employed for increased railway operations.

Benefits to Economy

Introduction of this elevated rail in Mumbai city will result in the reduction in number of buses and usage of private vehicles. This, in turn will result in significant social and economic benefits due to reduction in fuel consumption, vehicle operating cost and travel time of passengers, pollution load, accidents and travel time, etc.

Reduction in the Number of Vehicle Trips on the Road

With the introduction of elevated rail system, about 7.7 lakh vehicle trips could be reduced in the year 2019.

Saving in Fuel Consumption

The total average daily reduction in fuel due to the Road traffic diverted to the elevated rail system during the years 2019, 2029 and 2039 is estimated as 0.006, 0.011 and 0.011 million litres respectively.


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Reduction in Air Pollution

With the implementation of proposed elevated rail 41.81, 51.89 and 60.42 tonnes of Carbon dioxide will be reduced because of reduction in vehicles and decongestion effect for the years 2019, 2029 and 2039 respectively in Mumbai.

0.9.3 NEGATIVE ENVIRONMENTAL IMPACTS

i. Acquisition of Land About 23.21 ha of land (Government land-12.76 ha and Private land-10.44 ha) will be required.

ii. Displacement of People About 1772 families comprising 7088 persons are likely to be affected due to the acquisition of land

iii. Loss of Trees Approximately 915 trees along the project alignment are likely to be lost due to proposed project. No rare or endangered species of trees have been noticed during field studies. Most of the trees contain the girth size of about 30cm and more. Around 44835 kg of Oxygen production will be reduced because of this trees loss and this will lead to a loss of Rs.24.90 lakh.

iv. Loss of Mangroves Total value of mangroves likely to be affected due to the construction of proposed sub-urban elevated corridor is Rs.12.05 lakh.

v. Loss of Historical and Cultural Monuments About nine religious structures consisting 857.78 sq.m of area will be affected.

vi. Impacts on Water Bodies During construction activities, marine life will get affected due to construction of about 30 nos. of pier and abutment within the 1.5 km. width of water body in Bhayandar-Naigaon section.

0.9.4 ENVIRONMENTAL MONITORING PLAN

This will comprise mechanism for monitoring of water quality, air quality and noise levels and setting up environmental management system.

0.9.5 RESETTLEMENT ACTION PLAN

Entitlements for R&R

Every eligible household losing a dwelling place shall be allotted a dwelling unit of minimum of 25 sq.m. at an alternate site. Similarly, every PAH losing a commercial structure shall be eligible for an alternate place for commercial use of equivalent area.


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Grievance Redressal Mechanism

The Project Implementation Authority will designate a senior officer at the local level to consider any grievance of PAFs in consultation with the concerned NGO.

Institutional Arrangement

A Project Management Unit (PMU), headed by a Project Director, should be created by project executing and implementing agency for planning and implementing R and R component.

0.10 CAPITAL EXPENDITURE AND FINANCIAL ANALYSIS

0.10.1 COST ESTIMATES

The cost estimates have been prepared covering Civil, Electrical, Signalling and Tele Communication works, Rolling stock, Environmental protection, Rehabilitation works, etc. The cost estimates as worked out at the time of preparation of CAPEX report and Draft Feasibility report have been revised at Jan’12 level.

In order to arrive at realistic cost of various items, costs have been assessed on the basis of accepted rates in various contracts awarded by DMRC for their ongoing works of Phase II or rates adopted for other Metro Projects. For track works for depot, rates adopted are based on track items rates notified by Railway Board for Railways works program.

A suitable escalation factor has been applied to bring the rates to January’2012 price level. For some of the items, tenders have been finalized with fixed price rates. Such rates have been adopted, as they are.

The overall capital cost amounts to Rs. 17837 crore at January’2012 price level. The cost covers all taxes, like excise duty, custom duty, VAT, etc. (Table 0.10.1).


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Table 0.10.1: Capital Cost Estimate Jan’2012 Price Level

S. No. Item Amount (Rs.Cr.)

1 Land and Structures 886.25 2 Alignment and Formation 3500.49 3 Station Buildings 3303.91 4 P-Way 519.82

5 Stabling siding (Including formation and OHE) at Naigaon 22.44

6 Traction and power supply incl. OHE, ASS etc. Excluding. lifts and Escalators 684.43

7 Signalling and Telecom. 1129.98 8 Relocation of Rly Structures 314.24

9 Environmental, Rand R ( Hutments) 68.14 10 Utilities 251.73

11 Development of Traffic Integration and Dispersal facilities 607.20

12 Depot 329.22 13 Capital expenditure on security 24

14 Total of all items (2 to13) except Land 10755.69 15 Design charges @ 2% on all items except land 215.11

16 General consultancy and project management services charges @ 6% on all items expect land 645.34

17 Total of all items including Design and G. Charges 11616.14 18 Rolling Stock 4485.00 19 Total of item 17and 18 16101.14 20 Total Cost including land 16987.30 21 Contingencies @ 5 % on all items 849.36

Gross Total 17836.66

0.10.2 FINANCIAL ANALYSIS

Background

The TOR envisaged commercial development at the railway land in the vicinity of selected stations. The Study has identified separable land parcels for property Development in Railway land. Besides development of separable land parcels, development of air space on existing suburban stations and of elevated corridor stations have been planned. The revenue generated from the real estate would depend upon the type of real estate (commercial, retail, residential or hospitality) as agreed by IR and state Govt.

Most optimal development will maximize consumption of built-up area in the airspaces first and then plan the balance built-up area in the open plots so that minimum open plots are consumed. Adequate land parcels and air spaces commercial development has been planned to make the project bankable.


August 2012

The exercise to assess the likely traffic impact of the proposed real estate development at the available railway land near selected stations has clearly brought out that the additional traffic on roads would be insignificant.

Costs 0. .1

CAPEX

For the purpose of calculating the Financial Internal Rate of Return (FIRR), the completion cost of Rs. 20654 Crore has been taken as the initial investment.

Additional CAPEX

The total additional investment cost of Rs. 19802 Crore has been estimated. The additional investment has been provided in the years 2029, 2037 and 2039 to take care of increased requirement of Rolling Stock and related equipment.

OPEX The total O&M cost in the year 2019-20 is estimated at Rs. 461.04 Crore.

Revenues

Fare box revenue

Based on fare structure provided by MMRDA for rail based mass transit systems, it is estimated that fare box revenue in 2019-20 shall be Rs. 1392 Crore. After 2021, the demand on the Corridor is expected to grow @ 3% per annum and fare would increase by 11% every 4th year as suggested by MMRDA. Based on IR fare structure the fare box revenue shall be Rs. 575 Crore in 2019-20. The railway fare has been revised every five years by 10%.

Other sources of revenues

Other sources of revenues could be commercial development and advertisement at station buildings- which have been taken @ 5% of the fare box revenues.

Financial Internal Rate of Return (FIRR)

The project will give a FIRR of 3.26 % without commercial development and 13.56 % with Scenario 3 of commercial development – and as per MMRDA fare structure.

However, in case the IR fare structure is adopted, the FIRR will be negative.


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0.11 RECOMMENDATIONS

0.11.1 With underground construction between Oval Maidan and Mahalaxmi and elevated construction from Mahalaxmi to Virar, the project is technically feasible and can be implemented with the alignment, preliminary design and construction methodology suggested by the Consultants. However, in view of involvement of a large number of stakeholders as well as the issues of land/ property acquisition, it is worth considering implementing the project in phases.

0.11.2 MoR may consider appointing financial and legal consultants to take the implementation of the project forward.


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Figure 0.2 Index Plan


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Figure 0.3: Schematic Diagram

project memorandum for elevated suburban rail … memorandum for elevated suburban rail corridor...

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