Mumbai Railway Vikas Corporation Ltd.
FINFINALAL REPORREPORTT
Pre-Feasibility Study for Airoli - Kalwa Section
February 2014
rail India Consulting engineers pvt. ltd.
Mumbai Railway Vikas
Corporation LTD
Study of Development and Expansion Plan for Mumbai Suburban Rail Network
PRE-FEASIBILITY STUDY AIROLI- KALWA SECTION
FINAL REPORT
FEBRUARY 2014
in joint venture with
Study of Development and Expansion Plan for Mumbai Suburban Rail Network
REPORT COVER PAGE
Project Title: Study of Development and Expansion Plan for Mumbai Suburban Rail Network
Contract number: MRVC/RFP/MUTP2A/TA1/2012
Contractor Egis Rail / Egis India/ Aarvee Associates
Project Office Address: 1402, Wing-A, Palm Paradise, sector 17, Palm Beach Road,
Sanpada, Navi Mumbai-400705.
Telephone: +91 22 2781 5221
Head Office Address: Egis Rail
C/o Egis India Consulting Engineers Pvt. Ltd.,
13/6,SSR Corporate Park, 8 th Floor,
Sector - 27B, Delhi - Mathura Road,
Faridabad-121003, Haryana
Telephone: +91 129 4265100
Fax: +91 129 4050892
E-mail: [email protected]
Contact Person: Mr Bruno VANTU
Study of Development and Expansion Plan for Mumbai Suburban Rail Network
Document quality information
General information
Author(s) Bruno VANTU, Roussel Pascal, Praveen Pratapani, K V Narayana Reddy Project name Study of Development and Expansion Plan for Mumbai Suburban Rail Network Document name FINAL PRE-FEASIBILITY REPORT ON AIROLI – KALWA SECTION Date 3 FEBRUARY 2014 Reference MRVC/RFP/MUTP2A/TA1/2012
Addressee(s)
Sent to (hard copy / electronic): Name Organisation Sent on (date): Bruno Vantu Egis Rail
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
Version Date Written by Approved and signed by: V1 Praveen Pratapani, K V Narayana Reddy Roussel Pascal, Praveen Pratapani, V2 Girish Kumar Badilanka
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
Chapter 1 - INTRODUCTION ...... 7 1.1 BACKGROUND ...... 7 1.2 NEED OF THE STUDY ...... 8 1.3 STUDY OBJECTIVES ...... 9 1.4 CORRIDOR CHARACTERISTICS ...... 9 1.5 SCOPE OF STUDY ...... 10 1.6 ORGANISATION OF REPORT ...... 11
Chapter 2 - RIDERSHIP ASSESSMENT...... 12 2.1 BACKGROUND ...... 12 2.2 PASSENGER DEMAND ESTIMATION ...... 12
Chapter 3 - ALIGNMENT PLANNING ...... 15 3.1 General ...... 15 3.2 STATIONS ...... 15 3.3 ROAD OVER BRIDGES ...... 16 3.4 BRIDGES ...... 16 3.5 LEVEL CROSSINGS ...... 16 3.6 FORMATION ...... 16 3.7 GRADE ...... 16 3.8 SYSTEM PARAMETERS ...... 16 3.9 STATIONS & YARD LAYOUTS ...... 16 3.10 ALIGNMENT PROPOSALS ...... 16 3.11 PROPOSED VIA DUCT ARRANGEMENT: ...... 19 3.12 Land Acquisition: ...... 20 3.13 Salient Features of the Alignment ...... 21 3.14 New Station ...... 22 3.15 Proposed Construction Methodology ...... 22
Chapter 4 - STATION PLANNING & INTERMODAL INTEGRATION ...... 23 4.1 EXISTING STATIONS AND DEVELOPMENTS ...... 23 4.2 PLANNING FOR INTERCHANGE FACILITIES ...... 23 4.3 PROPOSED STATIONS AND DEVELOPMENTS ...... 23
Chapter 5 - POWER SUPPLY, SIGNALLING & TRAIN CONTROL SYSTEM ...... 24 5.1 INTRODUCTION ...... 24 5.2 EXISTING POWER SUPPLY ARRANGEMENT ...... 24 5.3 AUXILIARY SUPPLY ARRANGEMENTS ...... 24 5.4 FLEXIBLE OVERHEAD EQUIPMENT SYSTEM...... 24 5.5 STANDBY DIESEL GENERATOR (DG) SETS ...... 24 5.6 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM ...... 25 5.7 SIGNALLING AND TRAIN CONTROL SYSTEM ...... 25 5.8 TELECOMMUNICATION SYSTEM ...... 25
Chapter 6 - TRAIN OPERATION PLAN ...... 26 6.1 PROJECTED RIDERSHIP AND PHPDT DATA ...... 26 6.2 PROPOSED SYSTEM DESIGN ...... 26 6.3 TRAIN OPERATION PHILOSOPHY ...... 26 6.4 TRAIN FORMATION ...... 27 6.5 PASSENGER CARRYING CAPACITY OF TRAIN ...... 27 Egis Rail in JV with Egis India & Aarvee associates PRE – FEASIBILITY STUDY - AIROLI -KALWA SECTIO N
6.6 FREQUENCY OF TRAIN SERVICE TO MEET DEMAND ...... 28 6.7 DESIGNED CAPACITY OF SYSTEM ...... 29 6.8 HOURLY TRAIN OPERATION PLAN ...... 29 6.9 TIMETABLE ...... 30 6.10 ROLLING STOCK REQUIREMENT ...... 31
Chapter 7 - COST ESTIMATE ...... 32 7.1 INTRODUCTION ...... 32 7.2 CAPITAL COST ESTIMATE ...... 32
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Acronyms and abbreviations
CR Central Railway
E&M Engineering and Maintenance
GoM Government of Maharashtra
HIP Horizontal Intersection Point
Hz Hertz
kV Kilovolts
MMR Mumbai Metropolitan Region
mn Minute
MRVC Mumbai Railway Vikas Corporation
MUTP Mumbai Urban Transport Project
OHE Over Head Electricity
PHPDT Peak Hour Peak Direction Traffic
RUB Rail/Road Under Bridge
SCADA Supervisory Control and Data Acquisition System
SSP/SP Service Switching Point/Signal Point
THL Trans Harbour Line
VDC Volts Direct Current
VIP Vertical Intersection Point
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.
Figure 1 – Mumbai Suburban Rail Network Map
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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.
1.2 NEED OF THE STUDY Kalwa is part of Thane Municipal Corporation (TMC) and is an industrial and commercial hub in MMR region. Kalwa railway station is situated on the Central Line of CR and is located between Thane and Khalyan, approximately 2km from Thane station.
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 2 – Thane Railway hub A Pre-Feasibility Study is now required in order to have a direct Rail link between Airoli and Kalwa.
1.3 STUDY OBJECTIVES The primary aim of this Pre-Feasibility Study is to evaluate opportunity of a Rail link between Airoli and Kalwa. It will lead to preparation of Alignment Plans for suggested alternatives of rail link, preparation of block cost estimates and project appraisal in respect of the facility to passengers and to reduce the traffic at Thane station.
1.4 CORRIDOR CHARACTERISTICS Airoli - Kalwa sector t falls under MMR, however its location with reference to the Central suburbs of Mumbai (where CR suburban services are extended) has induced its traffic growth over the years. This area is already developed and urbanized.
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
1.5 SCOPE OF STUDY For the Pre-Feasibility Study for Airoli – Kalwa rail link, the documents viz., available Railway scale plans, yard plans, index plans, longitudinal sections and Railway boundary plans from the MRVC/Railway authorities for marking the alignment proposal were collected. . In the following Prefeasibility Study, following tasks will refine the study with more detailed information:
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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.
1.6 ORGANISATION OF REPORT The Pre-feasibility Report has eight chapters. I. Chapter I - Introduction about study background, objectives and scope. II. Chapter II - Travel Characteristics in the study area. III. Chapter III - Alignment Planning. IV. Chapter IV - Station Planning. V. Chapter V - Train Operation Plan. VI. Chapter VI - Power Supply arrangements. VII. Chapter VII - Cost Estimates and Financial Analysis.
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Chapter 2 - RIDERSHIP ASSESSMENT
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.
2.2 PASSENGER DEMAND ESTIMATION As a part of the Ridership assessment for identifying new corridors and the expansion of the existing corridors, Consultants developed a Travel Demand Model for MMR using the available Transform data and the 2011 census data. Hence, the base year considered was 2011 for obvious reasons regarding the accuracy of the population. The required updation in the model and as well as in the inputs like planning parameters, Network etc., were made to estimate the demand matrices.
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.
Table 2.1: Ridership on the Trans-Harbour link Corridor Peak Hour Daily Peak Period trips Sl.no From To Year trips trips 1 Airoli Kalwa 17,087 4,841 50,153 2 Kalwa Airoli 10,861 3,077 31,878 2011 3 Airoli Thane 17,737 5,025 52,059 4 Thane Airoli 18,713 5,302 54,929 5 Airoli Kalwa 20,456 5,795 60,034 6 Kalwa Airoli 12,034 3,409 35,314 2016 7 Airoli Thane 21,660 6,136 63,565 8 Thane Airoli 19,252 5,454 56,503 9 Airoli Kalwa 22,715 6,435 66,671 10 Kalwa Airoli 25,242 7,151 74,079 2021 11 Airoli Thane 23,979 6,793 70,375 12 Thane Airoli 20,191 5,720 59,264 13 Airoli Kalwa 27,050 7,663 79,394 14 Kalwa Airoli 33,813 9,579 99,242 2031 15 Airoli Thane 25,698 7,280 75,424 16 Thane Airoli 20,290 5,748 59,545
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Figure 2.1: Transit flow on Thane-Vashi Corridor (2021) . The daily ridership for the year 2011 (considered more appropriate with reference to the available population data) is represented pictorially in the following figure:
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Kalwa Thane
MMR beyond 32,000 Kalwa
52,000
Airoli
50,000
54,000
Navi Mumbai
Figure 2.2: Representation of Demand on the Section
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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Chapter 3 - ALIGNMENT PLANNING
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:
S.No Station Name Connections
1 Thane Central Line 2 Airoli None 3 Rabale None 4 Ghansoli None 5 Kopar Khairane None 6 Turbhe None 7 Sanpada†/Juinagar‡ None 8 Vashi/Nerul Harbour Line
† - when travelling from/to Vashi ‡ - when travelling from/to Nerul Fig.3.1 Trans-Harbour link
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3.3 ROAD OVER BRIDGES There are no existing ROBs; there is one RUB on Airoli-Kalwa proposed alignment.
3.4 BRIDGES To avoid at grade crossing and minimize land acquisition, viaduct type structure proposed to cross the existing fast/long distance line.
3.5 LEVEL CROSSINGS Being elevated link, there is no level crossing for the section under consideration.
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.
3.8 SYSTEM PARAMETERS The broad parameters of this rail link will be decided after detailed evaluation of all available options and parameters of the existing lines that will be connected through this new link, for harmonization.
3.9 STATIONS & YARD LAYOUTS Depending on the alignment selected out of the 2 proposed options, one additional station could be added. Both the options will be going through Dighe station.
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.
3.10 ALIGNMENT PROPOSALS i. Alignment Options
Two options have been studied for Airoli – Kalwa elevated link, as given given below:
Option 1: Back side of Shivaji talab (Thane side)
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 is having the following advantages: No major issues with R&R, hence it is easy to acquire required land for this option Passes through existing Kalwa station and terminates just after Kalwa station With Minor modifications, existing platforms can be used. There is no disturbance to existing car shed near Kalwa.
Option 2: Mafatlal Compound
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:
Horizontal Curve Details- Airoli-Kalwa Link
HIP HIP Circular No. Chainage Easting Northing Radius Circular Start End Delta
1 470.488 289285.5209 2122717.3209 1000 468.645 472.330 0.2112
2 730.697 289360.6463 2122992.2926 230 582.082 879.312 74.0436
3 1114.506 288915.1120 2123262.5148 230 891.447 1337.565 111.1333
4 1639.827 289420.1976 2123651.8953 1000 1619.880 1659.775 2.2858
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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.
Figure 3.2 : Horizontal Alignment near Reay Road (existing)
Figure 3.3 : Vertical Alignment at Sandhurst Road (existing)
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3.11 PROPOSED VIA DUCT ARRANGEMENT: Proposed alignment would be mostly elevated having obligatory spans as indicated in the drawings. Sectional elevation of super structure on other than obligatory span and at obligatory span is given below for reference.
Fig 3.4 Section for 25m span arrangement
Fig.3.5 Section details at obligatory span (crossing existing tracks)
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The details shown above are indicative and subjected further detailing in Feasibility & Detailed project report stage.
3.12 Land Acquisition: Acquisition of land shall be proposed for the new Airoli – Kalwa link (elevated Corridor) where adequate width of Railway land is not available, the details of land to be acquired are worked out as follows:
Sr. SECTION LOCATION LENGTH WIDTH AREA TO BE VILLAGE No. (m) (m) ACQUIURED (Km) (m²) FROM TO
1. Airoli -Kalwa 0 400 400 0 Nil Dighe
400 500 100 2.5 250 Dighe
500 650 150 5.0 750 Dighe
650 700 50 9.0 450 Dighe
700 800 100 20.0 2000 Dighe
800 900 100 20.0 2000 Thane
900 950 50 15.0 750 Thane
950 1000 50 5.0 250 Thane
1000 1300 300 12.2 3660 Thane
1300 1850 550 0 0 Thane
1850 1950 100 20 2000 Thane
TOTAL 12110 Sq.m
Provision has been made in Cost Estimate for payment of compensation towards land acquisition.
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Fig.3.6 Measurement of existing RoW
Fig.3.7 Measurement of existing RoW
3.13 Salient Features of the Alignment The salient features of the alignment are presented in the Table below. Sl.No Item/Description Unit/Quantity
1. Route length 1.803 km
2. Connecting Stations Airoli, Kalwa
3. No of New stations proposed Dighe
4. Alignment Viaduct
5. Formation width 12.2 m
6. Track Gauge Broad Gauge (1676 mm)
7. Track Centre 4750 mm on viaduct
8. Vertical Gradient 2.5 %
9. Minimum Horizontal Radius 230 m
10. Speed 40 kmph
11. Super Elevation 30 mm
12. Traction 25 kV AC OHE
13. Length of Train 12 car EMU rake
14. Traction Sub Station Airoli
15. Rolling Stock Normal EMU stock, 3660 mm wide
16. Loading Standard of Bridges 25 T – 2008 loading
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3.14 New Station It is proposed to have a new station at DIGHE between Airoli-Kalwa suburban corridor (on LHS of Existing track). Preliminary layout will be submitted separately.
3.15 Proposed Construction Methodology The proposed construction methodology for the elevated Airoli- Kalwa Section is as below.
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). 4. Join newly constructed Airoli – Kalwa elevated section with 5 th & 6 th lines of Thane- Diva Section 5. Extend existing Foot Over Bridge to cater for 5 th & 6 th lines. The above methodology is indicative, should be detailed in Feasibility & Detailed Project Report stage.
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Chapter 4 - STATION PLANNING & INTERMODAL INTEGRATION
4.1 EXISTING STATIONS AND DEVELOPMENTS There is no existing station located between proposed Airoli – Kalwa new link .Proposed new link being improvement to the existing train operation plan, there is no major development envisaged in the catchment area.
4.2 PLANNING FOR INTERCHANGE FACILITIES With proposed Airoli-Kalwa link (bypassing Thane station) merging with proposed 5th & 6th line, it is necessary to shift platform location as proposed for 5th & 6th line. This is because of the vertical gradient of the proposed Airoli – Kalwa link.
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.
4.3 PROPOSED STATIONS AND DEVELOPMENTS It is proposed to have a new station at Dighe (on Airoli side), further details on new station will be submitted separately.
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Chapter 5 - POWER SUPPLY, SIGNALLING & TRAIN CONTROL SYSTEM
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.
5.2 EXISTING POWER SUPPLY ARRANGEMENT Thane – Vashi line is running on 1500 VDC system. Airoli is having one Traction Sub Station to feed the nearby section for running line. Same Traction Sub System can be suitable upgraded for feeding the proposed Airoli- Kalwa link with the provision of SSP/SP as per the maintenance requirement.
Alternatively, it can be fed from Kalwa Traction Sub Station, which is feeding the part of central main line.
5.3 AUXILIARY SUPPLY ARRANGEMENTS As per the route proposed in this report/study, the link shall have only one station at chainage 1300 approx. This will require a small requirement for auxiliary load. Auxiliary Sub Station shall be placed in the station with a small transformer of rating 100 kVA depending upon the load requirement. Rating of the transformer shall be fixed during further study.
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.
5.4 FLEXIBLE OVERHEAD EQUIPMENT SYSTEM Flexible Overhead equipment system shall be remaining similar to Thane-Vashi Line as the rolling stock and all other parameters are being taken similar to the running system.
5.5 STANDBY DIESEL GENERATOR (DG) SETS In the unlikely event of simultaneous tripping of all the input power sources or grid failure, the power supply to stations as well as to trains will be interrupted. It is, therefore, proposed to provide standby DG set of suitable rating to cater to the following essential services:
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5.6 SUPERVISORY CONTROL AND DATA ACQUISITION (SCADA) SYSTEM Operation and Control of the Power Supply and Traction Supply is being controlled by SCADA ion the existing systems.
Being a very small link to be added in the running network, SCADA system shall be modified as per the final power supply network.
5.7 SIGNALLING AND TRAIN CONTROL SYSTEM The signaling system will provide the means for an efficient train control, ensuring safety in train movements. It assists in optimization of rail infrastructure investment and running of an efficient train services on the 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.
5.8 TELECOMMUNICATION SYSTEM The purpose of Telecommunication System is to serve the Operative and Administrative communication requirement of Railway Organization. Telecommunication System also acts as a backbone for Railway signalling System.
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
The proposed telecom system will cater to the following requirements: Train Traffic Control Assistance to Train Traffic Control Maintenance Control Emergency Control Station to station dedicated communication Passenger Announcement System within the station and from Central Control to each station or station itself. . Centralized synchronous Clock System Passenger Display Information Data Channels for Signaling, SCADA for Traction & non Traction supply System etc.
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Chapter 6 - TRAIN OPERATION PLAN
6.1 PROJECTED RIDERSHIP AND PHPDT DATA Train operation plan for Airoli - Kalwa link has been prepared based on following expected peak hour peak direction traffic (PHPDT) and Ridership data.
Table 6. 1: Projected PHPDT data
Growth of PHPDT in Airoli-Kalwa
Year 2011 2016 2021 2031
PHPDT 4841 5795 7151 9579
Table 6. 2: Ridership Data
Daily Ridership in lakhs
Year 2011 2016 2021 2031
Daily Ridership 50153 60034 74079 99242
6.2 PROPOSED SYSTEM DESIGN System Design will be as under • Traction System : 25 kV ac 50 Hz single phase with flexible regulated overhead equipment system similar
to the traction system on existing corridor.
• 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.
6.3 TRAIN OPERATION PHILOSOPHY The underlying operation philosophy is to provide suburban Services at economical cost with fixed Infrastructure and Rolling Stock Planning.
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.
6.4 TRAIN FORMATION Train composition to be adopted is given as under;
Table 6. 3: Train formation
MC Motor Coach DC Driving Coach TC Trailer Coach
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
6.5 PASSENGER CARRYING CAPACITY OF TRAIN Coach wise Passenger Carrying Capacity of existing DC-AC coaches plying in Mumbai suburban section is as under
Table 6. 3: Passenger Carrying Capacity of Various types of Coaches
MC Motor Coach DC Driving Coach TC Trailer Coach
Coach Seating Standing Area Standing @ Type Capacity in SQM 6 per SQM Total Passengers MC 86 21.63 130 216 TC 114 29.14 175 289 DC 91 33.02 198 289
Similarly Passenger carrying capacity of train with different configuration is also summarized as under
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Table 6. 4: Passenger Carrying Capacity and Weight of train
Passengers in each train Weight of 9 or 12 car Rake in tonne Number Passengers Standing per sqm With Standing Passengers per sqm of cars Empty 6 8 10 6 8 10 9-Car 2881 2884 3387 360 503 533 563 12-Car 3175 3846 4516 480 671 711 751 Average weight of 60 kg per passengers and coach weight 0f 40 T have been considered for above calculations
6.6 FREQUENCY OF TRAIN SERVICE TO MEET DEMAND
• 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.
Table 6.5: Capacity offered Year 2011
Passenger Carrying capacity
Passengers Standing per SQM Headway 6 8 10 12 min 15876 19146 22420 PHPDT 4841
• 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
Passenger Carrying capacity Passengers Standing per SQM 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,
Table 6.7: Capacity offered Year 2021
Passenger Carrying capacity Passengers Standing per SQM
Headway 6 8 10
12 min 15876 19146 22420
Projected PHPDT 7151
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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
Passenger Carrying capacity Passengers Standing per SQM Headway 6 8 10
12 min 15876 19146 22420
Projected PHPDT 9579
6.7 DESIGNED CAPACITY OF SYSTEM Year wise Projected Peak hour peak direction traffic demand and non-peak hour traffic for the corridor is as below with 12 car rakes and 5 trains per hour
Table 6. 9: System capacity
Passengers Standing per Capacity Train-Headway PHPDT SQM 12 min 10 22420 9579
6.8 HOURLY TRAIN OPERATION PLAN The number of train trips proposed to be operated daily during different hours in each direction for the period 2016-2031 is given below.
Table 6.10: Number of daily trains
(Vashi/Panvel) - (Vashi/Panvel) - Year Airoli - Kalwa Airoli - Thane
Headway Time (Hours) 12 min 12 min 5 to 6 3 3 6 to 7 4 4 7 to 8 4 4 8 to 9 5 5 9 to 10 5 5 10 to 11 5 5 11 to12 4 4 12 to 13 3 3 13 to 14 3 3 14 to 15 3 3 15 to 16 4 4 16 to 17 4 4
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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:
1 train Panvel – Thane 1 train Panvel – Kalyan 4 trains Vashi – Thane 4 trains Vashi - Kalyan
The estimated typical timetable would be as follows:
Table 6.6: Typical journey times
Station Panvel - Kalyan Panvel - Thane Vashi - Kalyan Vashi - Thane
Panvel 8:00 8:00
Khandeshwar 8:04 8:04
Mansarovar 8:07 8:07
Kharghar 8:10 8:10
Belapur 8:14 8:14
Seawood 8:18 8:18
Nerul 8:22 8:22
Juinagar 8:27 8:27
Vashi 8:00 8:00
Sanpada 8:03 8:03
Turbhe 8:32 8:32 8:07 8:07
Kopar khairane 8:37 8:37 8:12 8:12
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Station Panvel - Kalyan Panvel - Thane Vashi - Kalyan Vashi - Thane
Ghansoli 8:40 8:40 8:15 8:15
Rabale 8:43 8:43 8:18 8:18
Airoli 8:46 8:46 8:21 8:21
Thane 8:54 8:29
Kalwa 8:53 8:28
Mumbra 8:59 8:34
Diva 9:03 8:38
Kopar 9:08 8:43
Dombivali 9:11 8:46
Thakurli 9:14 8:49
Kalyan 9:20 8:54
6.10 ROLLING STOCK REQUIREMENT Based on Train formation and headway as decided above to meet Peak Hour Peak Direction Traffic Demand in different years, Rake requirement has been calculated. The Requirements of coaches has been calculated as per following assumptions.
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;
Table 6.7: Rolling stock needs Year 2016 2021 2031 No. of Cars / Train 12 12 12 Headway in min 12 12 12 Bare Rake Requirement 18 18 18 Traffic Spare @5% 1 1 1 Maint. Spare @8% 2 2 2 Total Rakes 21 21 21 Total Coaches 252 252 252 Motor Coach 84 84 84 Driving Coach 42 42 42 Trailer Coach 126 126 126
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Egis Rail in JV with Egis India & Aarvee associates PRE – FEASIBILITY STUDY - AIROLI -KALWA SECTIO N
Chapter 7 - COST ESTIMATE
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.
7.2 CAPITAL COST ESTIMATE The cost estimates have been prepared covering Land, Civil, Electrical, Signalling and Tele Communication works, Utilities diversion etc. The cost estimates are worked out at Sep’13 price level.
While preparing the capital cost estimates, various items have been grouped under three major heads on the basis of following-
(i) route km length of alignment
(ii) number of units of that item and
(iii) item being an independent entity. All items related with alignment, grade-separated construction, Land, Permanent way, OHE, Signalling and telecommunication, have been estimated at rate per route km/km basis. Other items like SSP/SP, Station Building, Electrical & Mechanical (E&M) Services for Station, RUB Box, etc. costs have been estimated in terms of number of units required. For items like SCADA, utility diversions, E&M Services for track etc., lump sum provision is kept in the cost estimates.
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.
Table 7.1. Capital Cost Estimate of Airoli-Kalwa Link
Rate S. No. Item Unit Qty. Amount (Rs.Cr.) (Rs . Cr) 1 Land 1.1 Land 1000M2 12,110 35 42.38
2 Alignment and Formation
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Rate S. No. Item Unit Qty. Amount (Rs.Cr.) (Rs . Cr)
2.1 Earthwork for Formation/ Embankment RKM 1 1.8 1.8
3 Viaduct Construction
3.1 Viaduct -25m Span 39 11895 0.004 47.58 3.2 Viaduct -25m Span 40 12200 0.004 48.8 3.3 Viaduct -70m Span 1 854 0.01 8.54 3.4 Retaining Wall Embankment 2 1647 0.001 1.647 4 Station Buildings
4.1 Civil Works Each 1 7.5 7.5
4.2 E & M works each 1 1 1 5 P-Way Route. 5.1 Ballasted track Grade-Separated 2.3 4.5 10.35 Km.
6 Car Shed (Existing at Sanpada) LS 0 0
7 Traction & power supply incl. OHE
7.1 OHE R.Km. 2.3 1 2.3
7.2 TSS (Existing from Airoli TSS) no 1 0 0
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)
8 Signalling and Telecom.
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
General consultancy and project 10.2 management services charges @ 6% 9.3 on all items except land
Total of all items including Design and 10.3 17.517 General Consultancy Charges
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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
2.500 4.750 4.750 4.750 THANE
EXI. LINE PRO. LINE PRO. LINE EXI. LINE (UP, TO BE SHIFTED) (UP) (DOWN) (DOWN)
SECTION A-A DETAILS @ CH: 500
AIROLI KALYAN
LEGEND:
EXISTING RLY. LINE PROPOSED AIROLI - KALWA LINE PLAN PROPOSED RLY. LINE - 5&6 EXISTING RLY. LINE REALIGNED (PROPOSED AIROLI-KALWA LINE MERGING WITH PROPOSED RLY. LINE - 5&6 (BETWEEN THANE & DIVA) EXISTING FAST LINE
STUDY OF DEVELOPMENT AND PLAN DRAWING FOR in Joint Venture with EXPANSION PLAN FOR MUMBAI SUBURBAN AIROLI - KALWA LINK RAIL NETWORK MUMBAI RAILWAY VIKAS CORPORATION LTD MRVC/AKL/01 1 OF 4 THANE
KALYAN
AIROLI
LEGEND:
EXISTING RLY. LINE PROPOSED AIROLI - KALWA LINE PROPOSED RLY. LINE - 5&6 PLAN EXISTING RLY. LINE REALIGNED EXISTING FAST LINE (PROPOSED AIROLI-KALWA LINE MERGING WITH PROPOSED RLY. LINE - 5&6 (BETWEEN THANE & DIVA)
STUDY OF DEVELOPMENT AND PLAN DRAWING FOR in Joint Venture with EXPANSION PLAN FOR MUMBAI SUBURBAN AIROLI - KALWA LINK RAIL NETWORK MUMBAI RAILWAY VIKAS CORPORATION LTD MRVC/AKL/02 2 OF 4 1.676 1.676 1.676 1.676
5.300 5.300 5.300
PRO. LINE PRO. LINE PRO. LINE PRO. LINE KALYAN (UP) (UP) (DOWN) (DOWN, TO BE SHIFTED)
SECTION B-B DETAILS @ CH: 1500
THANE
AIROLI LEGEND:
EXISTING RLY. LINE PROPOSED AIROLI - KALWA LINE PLAN PROPOSED RLY. LINE - 5&6 EXISTING RLY. LINE REALIGNED (PROPOSED AIROLI-KALWA LINE MERGING WITH PROPOSED RLY. LINE - 5&6 (BETWEEN THANE & DIVA) EXISTING FAST LINE
STUDY OF DEVELOPMENT AND PLAN DRAWING FOR in Joint Venture with EXPANSION PLAN FOR MUMBAI SUBURBAN AIROLI - KALWA LINK RAIL NETWORK MUMBAI RAILWAY VIKAS CORPORATION LTD MRVC/AKL/03 3 OF 4 THANE KALYAN
AIROLI LEGEND:
EXISTING RLY. LINE PROPOSED AIROLI - KALWA LINE PLAN PROPOSED RLY. LINE - 5&6 EXISTING RLY. LINE REALIGNED EXISTING FAST LINE (PROPOSED AIROLI-KALWA LINE MERGING WITH PROPOSED RLY. LINE - 5&6 (BETWEEN THANE & DIVA)
STUDY OF DEVELOPMENT AND PLAN DRAWING FOR in Joint Venture with EXPANSION PLAN FOR MUMBAI SUBURBAN AIROLI - KALWA LINK RAIL NETWORK MUMBAI RAILWAY VIKAS CORPORATION LTD MRVC/AKL/04 4 OF 4