Beruflich Dokumente
Kultur Dokumente
FINAL
FINAL REPORT
REPORT
February 2014
rail India
Consulting engineers pvt. ltd.
Mumbai Railway Vikas
Corporation LTD
PRE-FEASIBILITY STUDY
AIROLI- KALWA SECTION
FINAL REPORT
FEBRUARY 2014
Study of Development and Expansion Plan for Mumbai Suburban Rail Network
REPORT COVER PAGE
Project Office Address: 1402, Wing-A, Palm Paradise, sector 17, Palm Beach Road,
Faridabad-121003, Haryana
E-mail: Bruno.vantu@egis.fr
Study of Development and Expansion Plan for Mumbai Suburban Rail Network
Document quality information
General information
Addressee(s)
Copy to (electronic):
Name Organisation Sent on (date):
Pascal Roussel Egis Rail
François Brousseau Egis Rail
Hervé Cugnet Egis Rail
Girish Kumar B Egis India
Nicolas Clerc Egis Rail
Praveen Pratapani Egis India
K J V Ramana Rao Egis India
History of modifications
Study of Development and Expansion Plan for Mumbai Suburban Rail Network
Egis Rail in JV with Egis India & Aarvee associates Pre – Feasibility Study - Airoli-Kalwa Section
Table of contents
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CR Central Railway
Hz Hertz
IR Indian Railways
kV Kilovolts
mn Minute
WR Western Railway
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Chapter 1 - Introduction
1.1 BACKGROUND
Mumbai, the commercial capital of India, with a population of over 13 million is the largest metropolis in the
country and one of the most populous cities in the world. Mumbai the epitome of Maharashtra and the Mumbai
Metropolitan Region (MMR) , extending over an area of 4355 sq. km, comprises of municipal corporations of
Greater Mumbai, Thane, Kalyan, Dombivali, Navi Mumbai, Bhiwandi-Nizampur, Ulhasnagar and Mira Bhayander,
Vasai-Virar along with municipal towns, non-municipal urban centres and villages. It is expected to have a
population of 34.0 million in total MMR by 2031. An efficient suburban rail system runs across the Mumbai
Metropolitan Region (MMR) and forms the backbone of the metropolitan area’s commuters transport system. This
suburban rail system is one of the most crowded and overloaded suburban systems in the world.
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To meet the upcoming mobility requirements, Indian Railways (IR) and Government of Maharashtra (GoM)
through Mumbai Railway Vikas Corporation (MRVC) Ltd., Metropolitan Regional Development Authority
(MMRDA) and the World Bank (WB) have planned a comprehensive investment scheme for improving and
expanding the transportation network of Mumbai Metropolitan Region, through Mumbai Urban Transport Project
(MUTP).
MUTP Phase-I and Phase-II have given the kick to provide 5th and 6th Lines between Kurla and Thane,
quadrupling of section between Borivali and Virar, 5th Line between Mahim and Santacruz, conversion of services
from DC to AC, 5th and 6th lines between CSTM and Kurla and between Thane and Diwa, 6th line between
Borivali and Mumbai Central, extension of Harbour line from Andheri to Goregaon and DC to AC conversion from
CST Mumbai to Thane.
As part of Phase-II, Mumbai Railway Vikas Corporation (MRVC) and MUTP have sanctioned the proposal of
commissioning for the Study of Development and Expansion for Mumbai suburban rail services. MRVC have
appointed M/s Egis Rail in Joint Venture with Egis India Consulting Engineers Pvt. Ltd and Aarvee Associates to
undertake this study. Under this study falls the preparation of Pre-Feasibility Studies for some proposed System
Expansion, one of those being creation of a Rail Link between Airoli (in the suburbs of Navi Mumbai) and Kalwa
(in northern Thane), acting as a bypass of Thane station.
MUTP Phase-III’s target is to provide new Suburban line on Virar – Vasai – Diva – Panvel section, extend
Harbour line from Goregaon to Borivali, add 3rd and 4th line on Virar – Dahanu Road, construct 5th and 6th line
between Borivali and Virar, and introduce Fast Corridor on Harbour Line.
Airoli is a residential and commercial northern suburb of Navi Mumbai, located on the Thane – Navi Mumbai line
of CR. Airoli railway station is situated 5.79 km from Thane.
In addition to being the 2nd largest Corporation in terms of population (18.19 lakh in 2011) in MMR, Thane
Corporation is also a rail hub for the region, being at the intersection of the Central line and the Thane – Navi
Mumbai line. An MRVC study highlighted that Thane station is the busiest railway station in India, handling
6,54,000 passengers daily and more than 1000 trains every day. As of today, no direct rail connection exists
between Kalwa and Airoli: passengers require a connection in Thane station. Introducing a Rail link between
these two cities would act as a bypass for Thane station and could significantly reduce its congestion.
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Figure 3 – Google Earth view of Airoli – Kalwa sector with existing Rail tracks
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The proposed link is shown on the below map of MMR, within the red ellipse.
Figure 4 – Mumbai suburban rail network with proposed Airoli – Kalwa link
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Collection of Google map/other open source maps for marking the alignment proposal for new corridor.
Reconnaissance Surveys at limited locations for preparation of alignment plans and assessment of land
requirement. Identification for station location, Maintenance Depots.
Reconnaissance surveys for identification of major overhead utilities along the corridor requiring
diversion / relocation.
Feasibility of integrated operations of above corridor with existing railway corridor.
Study the need to have additional stations.
Preparation of block cost estimates of project construction costs.
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2.1 BACKGROUND
System planning and a number of station facilities including the passenger dispersal, train operation plan, rake
requirement, depot planning and cost estimates require a reasonably accurate assessment of number of
passengers who are expected to use the System in various horizon years. The ridership figures are also required
to make a realistic assessment of fare box revenue. The exercise has been carried out based on available
TranSFoRM Model by updating the planning parameters data.
The travel demand for Airoli Kalwa railway link was estimated after assigning the rail OD matrix on to the network.
Thus ridership on Airoli Kalwa Railway Link for all the durations is given in the following table.
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Kalwa
Thane
MMR beyond
32,000
Kalwa
52,000
Airoli
50,000
54,000
Navi Mumbai
As per 2011 data, above table and figure that 50,000 passengers are plying between Airoli to Kalwa, and 32,000
passengers between Kalwa to Airoli daily, who in the absence of direct link are changing the line at Thane making
the Thane junction congested. The situation shall worsen considering that such figures will reach 1,00,000 daily in
each direction in 2031. Hence providing a direct line connecting Airoli and Kalwa would not only decongest Thane
junction but also decrease travel time for the passengers commuting from Navi Mumbai side to MMR region
towards Kalwa and beyond. As a result such figures may even increase more due to potential mode shift. 5
minutes on train are saved plus changing train time in Thane (one train every 4 minutes plus one minute to
change of train) for an average total of around 8 mn.
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3.1 General
The proposed elevated link falls under the Trans-Harbour Line of the Mumbai Suburban Railway which connects
Navi Mumbai to Thane, it is operated by Central Railway (CR). It will be an extension of this line.
All trains on Trans-Harbour line (yellow line on Fig.1) are now having terminus in Thane station, making Thane
station more congested. Passengers coming from Navi Mumbai and going to Kalwa or further Kalyan need to get
down in Thane station and board another train (green line on Fig.1).
At present there is no station between Airoli and Thane, but there is huge demand to set up a new station at
Dighe station.
This pre-feasibility report is to set out tentative alignment proposals for the new direct line from Airoli to Kalwa.
3.2 STATIONS
Existing stations on Trans-Harbour line are given below:
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3.4 BRIDGES
To avoid at grade crossing and minimize land acquisition, viaduct type structure proposed to cross the existing
fast/long distance line.
3.6 FORMATION
Formation width of 12.2 m has been proposed to accommodate two tracks (UP/DOWN).
3.7 GRADE
Maximum 2.5% vertical gradient has been proposed with obligatory spans on existing fast line. It is proposed to
have grade separated viaduct proposed for the Airoli – Kalwa link.
The rolling stock will be maintained in the existing Sanpada yard, which is already used for maintaining and
stabling the trains for the Trans-Harbour line.
Though the title of the Pre—feasibility study states that it is Airoli – Kalwa, however the proposed
alignment starts just after the existing RUB (near proposed new station at Dighe).
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Proposed alignment starts on North – West of Dighe, follows existing fast line on west side and Crosses
the existing Thane – Kalyan fast line near Ch: 950+000. After crossing existing fast line, it takes turn
towards existing slow line near Kalwa station at Ch: 1300+000.
Proposed alignment is km 1.803 in length, as the alignment passes through green-field, there are no
resettlement & rehabilitation (R&R) issues. There are two obligatory spans proposed near Ch: 900 (50m)
and Ch: 1300 (40 m).
The proposed alignment starts just after the existing RUB (near Dighe), alignment starts on North – East
of Dighe, follows existing fast line on west side and Crosses the existing Thane – Kalyan fast line near
Ch: 1200+000 After crossing existing fast line, it traverses parallel to existing slow line near Kalwa
station.
Proposed alignment is km 2.3 in length, alignment passes through habitation between Ch: 900+000 to
Ch: 1100+000 and between Ch: 1400+000 and Ch:1500+000, hence it invites resettlement &
rehabilitation (R&R) issues. There is one obligatory span proposed near Ch: 1200.
The proposed alignment is having the following advantages:
There are R&R issues with proposed alignment, hence it is not easy to acquire required land for this
option
Alignment will not pass through existing Kalwa station; hence Kalwa passengers can’t use this facility.
It requires additional station just after Kalwa
Length of the proposed alignment is greater than Option 1, hence the cost.
There is no disturbance to existing car shed near Kalwa.
Considering the benefits of alignment 1 and due consultation with MRVC on implementation of the proposal, it
was preferred to go for Option 1 i.e., alignment passing through back side of Shivaji talab.
The details of the options and the preferred alignment have been presented in A0 and A2 size drawings as
annexed.
iii Horizontal Curve details for the preferred option are given below:
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iv Vertical Curve details for the preferred option are given below:
Vertical Curve Details- Airoli Kalwa Link
Curve
Sl. VIP Level Out % Change in Type of
In Grade(%) Length K Value
No. Chainage (m) Grade(%) grade Curve
(m)
0.000 4.389 1.070 -1.070 0
1 158.652 6.086 1.070 0.248 0.822 Summit 120 146.064
2 556.941 7.075 0.248 2.500 -2.252 Valley 100 -44.410
3 1088.487 20.364 2.500 -2.500 5.000 Summit 680 135.998
4 1630.758 6.807 -2.500 0.402 -2.902 Valley 130 -44.798
1803.365 7.501 0.402 0.402 0
Proposed elevated Airoli – Kalwa is similar to in nature (Length, Horizontal and Vertical parameters) to the
existing Mumbai Sub-urban rail network on Central railway between Sandhurst Road and Reay Road.
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The details shown above are indicative and subjected further detailing in Feasibility & Detailed project report
stage.
Provision has been made in Cost Estimate for payment of compensation towards land acquisition.
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4. Alignment Viaduct
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1. Construct new UP line away (12 m) from existing one, existing train operations are not disturbed
2. Divert the UP line running between Airoli – Thane to the new line constructed as mentioned above.
3. Construct Airoli – Kalwa elevated viaduct (preferably pre-cast girders).
th th
4. Join newly constructed Airoli – Kalwa elevated section with 5 & 6 lines of Thane- Diva Section
th th
5. Extend existing Foot Over Bridge to cater for 5 & 6 lines.
The above methodology is indicative, should be detailed in Feasibility & Detailed Project Report stage.
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The shifting of 5th & 6th line platforms are about 100m in length, facilitating integration of existing platforms with
proposed platforms. It is also necessary to extend existing foot over bridge (FOB) to cater the new platforms.
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5.1 INTRODUCTION
Traction Power supply system for Airoli-Kalwa Link is proposed 1500 V DC supply as the existing system is
running on same voltage.
Alternatively, it can be fed from Kalwa Traction Sub Station, which is feeding the part of central main line.
Feeding arrangement of HT Supply shall be given from Kalwa Traction Sub Station or any other breaker
depending on the load analysis. Alternatively it shall be fed from Airoli Power supply network too to have the
reliability in the system.
Essential lighting
Signaling & Telecommunications
Control Supply to power equipments
Ticketing system
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Being a very small link to be added in the running network, SCADA system shall be modified as per the final
power supply network.
The adopted Train Control & Signaling System shall be for efficient, safe and quicker train movements. The
proposed signaling system (for suburban corridor) shall be flexible enough to accommodate the up-gradation.
The communication system shall be provided for monitoring train operation, and provides relevant train running
information to passengers and meeting the operational and administrative requirements of railway network.
The telecommunication facilities proposed are helpful in meeting the requirements for:
I. Supplementing the Signaling system for efficient train operation.
II. Exchange of managerial information
III. Crisis management during emergencies
IV. Passenger Information System
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• Rolling Stock : Broad Gauge, 3660mm wide having state of the art three phase propulsion system
powered with VVVF drive similar to the existing stock in operation in Mumbai Suburban
system.
• Signalling System : Automatic signalling system similar to the signalling system in the existing corridor.
Selecting optimum Train frequency to provide sectional capacity commensurate with the peak direction
traffic demand during peak hours.
A minimum frequency of train service during lean period so as to make this service attractive during lean
period also in comparison to other options.
Basic unit will be 9-Coach unit with one motor coach and one trailer coach and one driving coach.
Running of normal services for 19 hours of the day (5 AM to 12 PM i.e. midnight) with average station
dwell time of 30 seconds,
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Make up time of 5-10% (on the tangent track) with 8-12% coasting and scheduled average speed for
corridor shall be 45 kmph.
Suburban train operation Airola - Kalwa link will be an extension of existing suburban train operation of
Panvel/Vashi to Kalyan, therefore in the inception year, some of the existing services terminating at
Thane will use the new link to go up to Kalyan. PHPDT demand will decide the number of such services.
Based on existing demand and current number of trains per hour at peak period, it is assumed that there
will 5 trains per hour towards Thane and 5 trains towards Kalyan, with a headway of 12 min towards
each direction (6 mn on the common section)
Extension of existing services will also avoid transshipment of passengers from one train to another in
Thane and will reduce journey time.
In view of existing 9-car train operations, only 9-car service is considered for the proposed section also.
9-Car Train DC + MC + TC + TC + MC + TC + TC + MC + DC
12-Car Train DC + MC + TC + TC + MC + TC + TC + MC + TC + TC + MC + DC
Similarly Passenger carrying capacity of train with different configuration is also summarized as under
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• Base year 2011, based on the existing PHPDT, train operations with 12 car service with a headway of 12
minutes is considered in the inception year; there will be 5 trains per hour during peak period in both
directions.
• Year 2016, based on the projected PHPDT, train operations with 12 car service with a headway of 12
minutes is considered in the inception year; there will be 5 trains per hour during peak period in both
directions,
Table 6. 5: Capacity offered Year 2016
Headway ‘ 6 8 10
12 min 15876 19146 22420
Projected PHPDT 5795
• Year 2021, based on the projected PHPDT, train operations with 12 car service with a headway of 12
minutes is considered in the inception year; there will be 5 trains per hour during peak period in both
directions,
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• Year 2031, based on the projected PHPDT, train operations with 12 car service with a headway of 12
minutes is considered in the inception year; there will be 5 trains per hour during peak period in both
directions,
Table 6.8: Capacity offered Year 2031
Headway 6 8 10
(Vashi/Panvel) - (Vashi/Panvel) -
Year
Airoli - Kalwa Airoli - Thane
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17 to 18 5 5
18 to 19 5 5
19 to 20 4 4
20 to 21 4 4
21 to 22 3 3
22 to 23 3 3
23 to 24 3 3
Trains / day / Direction 74 74
Out of 5 trains per hour going on Airoli – Kalwa link 4 would come from Vashi and 1 from Panvel. Five other trains
per hour at peak time would go to Thane.
6.9 TIMETABLE
Every hour (at peak period) there will be:
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i) Coach requirement has been calculated based on headway during peak hours.
ii) Traffic/Operational spares have been considered @5% of bare requirement to cater to operational
exigencies on the corridor.
iii) Repair and maintenance has been estimated as 8% of total coach requirement (Bare + Traffic Reserve)
based on Intermediate overhaul and periodic overhaul interval.
iv) The calculated number of rakes in fraction is rounded off to next higher number.
v) Journey time for end to end will be around 85 minutes ie Schedule speed is 45 Kmph.
Based on Train length and headway as decided above to meet Peak Hour Peak Direction Traffic Demand in
different years, Rake requirement has been worked out in as under;
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7.1 INTRODUCTION
The capital expenditure for the project has been assessed for Airoli-Kalwa Link for a total length 2.3 Km. The
proposed corridor is proposed a grade-separated section.
While preparing the capital cost estimates, various items have been grouped under three major heads on the
basis of following-
The overall capital cost amounts to Rs. 226.691 Crore at Sep’ 13 price level including design charges @ 3%,
general consultancy charges @ 6% on all items except land.
Rolling stock cost is not considered viewing the running trains on Vashi Thane Route. Stabling Bays and yard
cost for maintenance is also taken as zero, as same number of rolling stock shall be maintained at Shanpada
Yard.
Traction Sub Station is not considered in costing viewing the feed from Airoli Traction Sub Station (TSS), only
SSP/SP Cost is considered for traction feeding arrangement cost.
5% contingencies on all items is considered for estimation purpose. These costs cover all taxes, like excise duty,
custom duty, VAT, etc.
The capital cost under various heads is worked out for proposed Airoli-Kalwa link and is presented in table below.
Rate
S. No. Item Unit Qty. Amount (Rs.Cr.)
(Rs . Cr)
1 Land
1.1 Land 1000M2 12,110 35 42.38
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Rate
S. No. Item Unit Qty. Amount (Rs.Cr.)
(Rs . Cr)
3 Viaduct Construction
7.3 SCADA no 1 2 2
7.4 SP/SSP no 1 3 3
Electrical, Mechanical & Plumbing
7.5 LS 1 1 1
Items
Maintenance facility for Rolling Stock
7.6 LS 1 0 0
(Existing at Sanpada)
Route.
8.1 Sig. & Telecom. 2.3 3.5 8.05
Km.
9 Utilities
9.1 OHE modifications/other utilities LS 8
Total of all items (2 to 9 except Sub Total (1)
10 159.57
Land)
Design charges @ 3 % on all items
10.1 4.65
except land
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Rate
S. No. Item Unit Qty. Amount (Rs.Cr.)
(Rs . Cr)
Rolling Stock (Existing Rolling
11 Each 0 0 0
Stock)
215.897
12 Total Cost (1+10+11) Sub Total (2)
13 Contingencies @ 5 % 10.794
14 Gross Total (11+12) 226.691
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1.676 1.676 1.676 1.676
THANE
EXI. LINE PRO. LINE PRO. LINE EXI. LINE
(UP, TO BE SHIFTED) (UP) (DOWN) (DOWN)
AIROLI KALYAN
LEGEND:
(PROPOSED AIROLI-KALWA LINE MERGING WITH PROPOSED RLY. LINE - 5&6 (BETWEEN THANE & DIVA) EXISTING FAST LINE
KA
LY
AN
OLI
AIR
LEGEND:
(PROPOSED AIROLI-KALWA LINE MERGING WITH PROPOSED RLY. LINE - 5&6 (BETWEEN THANE & DIVA)
PRO. LINE
(UP)
PRO. LINE
(UP)
PRO. LINE
(DOWN)
PRO. LINE
(DOWN, TO BE SHIFTED)
KALYAN
SECTION B-B DETAILS @ CH: 1500
THANE
LIO
AIR
LEGEND:
LEGEND: