MUMBAI RAILWAY VIKAS CORPORATION LTD.

DETAILED PROJECT REPORT FOR FAST CORRIDOR ON CSTM PANVEL

PROPOSED CST‐‐PANVEL FAST CORRIDOR SPUR TO AIRPORT

VASHI MANKHURD LTTLTT NERUL KURLA CHEMBUR BELAPUR KHARGAR

WADALA NMIA PANVEL CSTM

Palm Beach CST Road Panvel JUNE 2016

(A Government of India Enterprise) Detailed Project Report for Fast Corridor onn CSTMCS – PNVL Harbour Line June, 2016

EXECUTIIVVEE SSUUMMMAARRY

0.1 BACKGROUND Mumbai, the financial,, comcommercial and entertainment capital of Indiaia is the world's top ten centres of commommerce in terms of global financial flow. The numerous employment opportunitienities in different sectors, attracts majority popuopulation from different parts of the counountry thereby, making it the most populous cityity oof India.

To sustain the presentnt aand growing needs due to the envisagedd infrastructurein projects like SEZs, New PoPort – Rewas, Navi Mumbai International Airportport, expansion of JNPT, Internationalal EExhibition centre at Khandeshwar, Integratedated Transport Terminal consisting of LongLon distance Railway Terminal, Metro Stationn anand InterState Bus Terminal (ISBT) at DDushmi, Govt. Of Maharashtra consideredd necessaryn to operate high end transitnsit system between Mumbai and Navi Mumbaibai to facilitate faster travel.

A Techno-Economic Survervey and preparation of DPR for fast corridor on CSTMCS - Panvel Harbour Line was takenn up in Feb’ 2012, with the following planning paraarameters:

i. Fast corridor alignmlignment within Railway ROW ii. Broad Gauge withith ccoach width of 3.66 m iii. Scheduled averagerage speed of 60 kmph iv. 8 car Rakes v. Total of 11 Statiotations namely CSTM, Wadala, Kurla, Tilak Nagaagar, Chembur, Mankhurd, Vashi,hi, NNerul, CBD Belapur, Kharghar and Panvel vi. Spur to proposeded NaviN Mumbai International Airport (NMIA) frofrom Seawoods station vii. Maintenance Depoepot at Kharghar viii. Project implementaentation on PPP

MRVC now intends to revrevise the Study having changes in gauge, alignmignment/stations at certain locations, systemstem (from Broad Gauge to Standard Gauge) andnd project to be implemented with Governvernment funding.

Executive Summary Page - i Detailed Project Report for Fast Corridor onn CSTMCS – PNVL Harbour Line June, 2016

FIGURE 0.1: PROPOSEDED FAST CORRIDOR ON CSTM – PANVEL HABOURUR LINEL

Executive Summary Page - ii Detailed Project Report for Fast Corridor onn CSTMCS – PNVL Harbour Line June, 2016

0.2 RIDERSHIP ESTIMATIOTION Daily ridership on the corrcorridor for the years 2021, 2031 and 2041 is expexpected to be 8.0 Lakh, 10.8 Lakh and 1313.0 Lakh passengers respectively, Table 0.1.

It is estimated that thee averageav trip length for the proposed corridoror will be about 21.3 km.

TABLTABLE 0.1: RIDERSHIP ESTIMATES CORRIDOR/ SECTIOCTION Avg. Daily Passengers (In Lakh) 2021 2031 204141 CSTM - Panvelvel 8.0 10.8 13.03.0

The proposed Corridorr is expected to be operational by 2022. Desiredsired shifting of passengers from otherr momodes of transport to proposed system is a slow process as commuters take time in cchanging their travel habits/patterns. Thus,s, it is assumed that the ridership projecjected for 2021 will actually materialize by 2022022 and system planning has been donee acaccordingly.

With provision of the NaNavi Mumbai Airport Spur from Nerul, additionational PHPDT of 1800 by 2021 and 4200 by 2031 is projected. This spur is projecteded tot add daily ridership of 30,000 in 2021,202 and 70,000 by 2031 which is projected to increasein upto 1,00,000 by 2041.

0.3 DESIGN PARAMETERSERS

0.3.1 Permanent Way Gauge It has been decided thatat ththe corridor will be designed on Standard Gaugeuge (1435mm).

Rail Section and Grade For main lines, 60KG UIC HH rails of grade 1080 are proposed. For othether than main lines and Depot lines,s, 660 kg rails of grade 880 (without Head hardening) har are proposed. These rails are being manufactured indigenously. The railsls fofor main lines and depot lines shouldld aalso conform to the technical specificationss lalaid down by Indian Railways in IRS-T- 12-2009.

The rails should have cancant of 1 in 20 and wheel profile of rolling stockstoc should be compatible with rail profilerofile.

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Formation Ballastless track is propooposed for elevated and underground stretchesches. At Depot, following track structurere is proposed to serve specific usage:- • Ballastless for Washinghing Line • Steel pedestal for inspeinspection lines • Embedded Rail typee insidein Workshop • Conventional Ballastedsted track for Stabling and other line

Fastening System for BallaBallasted Track In Feb. 2015, Govt. off IndIndia, Ministry of Railways, has issued “Procedurdure for Safety certification and Technicanical clearance of Metro System”. Part-A, Annexurexure C-2 of the said document covers “Pe“Performance criteria of fastening system for ballastballa less track on Metro Railways/MRTSRTS SSystem”. Ministry of Railways has already appropproved certain fastening systems complyiplying the requisite performance criteria.

Further, scope for introduroduction of “new fastening system” has been mamade available (for those not approveded byb Ministry of Railways) with the proviso that the details of such fastening systemss shashall be made available to Ministry of Railwayss (MoR)(M and the same will be kept underer oobservation by MoR for a period of two yearsrs underu service conditions in associationon wwith Metro Railways/MRTS system.

Turnouts and Scissor CrosCrossover From considerations of mmaintainability and riding comfort, it is proproposed to lay following two types of turnturnouts: • On main lines, 1 in 9 type turnout with a lead radius of 3000 m and speed potential on divergentent track as 45 km/h. • On Depot lines, 1 in 7 type turnout with a lead radius of 1400 m and speed potential on divergentent track as 25 km/h. • The Scissors cross-oveovers on Main Lines (1 in 9 type) will be with a minimumm track centre of 4.5 m.

Welding To minimize noise andnd vvibrations, track joints should be welded by Flash Butt Welding Technique andnd AAlumino - Thermit Welding may be done onlonly for those joints which cannot be wewelded by Flash Butt Welding Technique.

0.3.2 Traction System Based on the ultimatee trtraffic requirement, uniformity, standardizationation and other techno-economic considesiderations, 25kV ac traction system is considereered to be the

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best solution and hencence, proposed for adoption on this Fast corridrridor. Suitable measures will have to be imimplemented for the mitigation of EMI & EMCC causedc by 25 kV single-phase tractionn cucurrents. The overhead traction lines will be flexibleflex copper OCS.

0.3.3 Rolling Stock Rolling Stock proposedd fofor the corridor shall be Standard Gauge, air-conditioned coaches with electricallylly actuateda door operation, Stainless steel/Alumluminium body, Automatic Voice Announcuncement System, Coach Interior with modernrn aaesthetics to optimize passenger comfomfort etc. The detailed specifications of the rollinolling stock and its procurement may be decided on the basis of the project impimplementation mechanism. The broadad features of rolling stock which may bee followedfo are presented in Table 0.2.

TABLE 0.2: BROAD FEATURES OF ROLLING STOCK S. Parameter Fast Corridor on CSTM- Panvel Harbarbour Line No. One Driving Trailer car (DTC/TC) / Motor carr (MC)(MC . Every Basic Unit coach should be fully interchangeable with any other coach of same type. 1 6-Car Train DTC-MC-TC-MC-MC-DTC Composition 8-Car Train DTC-MC-TC-MC-TC-MC-MC-DTC Composition 2 Coach construction Light weight stainless steel/ Aluminium body 3 Tare Weight DTC (42.0 T), TC (42.0 T), MC (42.0 T) 4 Axle load 17 T 5 Propulsion system 3 phase drive system with VVVF control 6 Type of traction supplyply 25KV AC Overhead collection

0.3.4 Signalling System Communication based TraTrain Control (CBTC) Signaling System is mainlyy useduse for MRTS networks. It is the latesttest Signaling and Train Control Technology available avai and is being adopted by moderndern metros around the world. It is also beingg adoptedad by all upcoming MRTS Networksorks in India viz, DMRC Phase-III, Kochi Phase-I, BMRCLBM Phase- II etc.

The Communication basedased Train Control (CBTC) Signaling system providevides adequate safety level of CENELECEC SSIL-4 (Safety Integrity Level) and permits an operational headway of 90 secondsonds with continuous automatic train control.trol. The CBTC

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Technology is proven now in many Metros around the World and is also suitable for UTO (Unattended Trainin Operation)O / DTO (Driverless Train Operationation), which is equivalent to GoA Levelvel 4. Communication based Train Control (CBTCBTC) Signaling System, which is the latesttest technology available, is recommended for fast corridor on CSTM - Panvel harbourr line.

0.3.5 Telecommunication The telecommunicationn sysystem acts as communication backbone foror Signaling and other systems and providovides telecommunication services to meet operational oper and administrative requiremenments of metro network. The proposed telecomom system and transmission media willill hahave following systems:

• Optical Fiber Transmissmission System • Telephone Exchange • Mobile Radio Communmunication System • Public Address Systemtem • Centralized Clock Systeystem • Passenger Informationtion Display System • Close Circuit Televisionision • Central Voice Recordinrding System (CVRS) and • Supervisory Controll anand Data Acquisition (SCADA) System

0.3.6 Fare Collection Systemem Ticket issue and fare colleollection play a vital role in the efficient and prroperope operation of the system. To achieveieve this objective, ticketing system shall be simsimple, easy to use/operate, easy on accoaccounting facilities, capable of issuing single/multultiple journey tickets, amenable for quickqu fare changes and require overall lesserser manpower. Automatic fare collectionion systems meets these requirements.

Keeping in view the fact that Contactless card/ token technologyy provespr to be cheaper in life cycle costost, it is proposed to provide computer based automaticaut fare collection system with CoContactless smart token/card type ticketing for fast corridor on CSTM- Panvel Harbourour Line.

0.3.7 Platform Screen Doorsors (PSD) Platform Screen Doorss (PS(PSD) are proposed at stations to screen the passengerspa on the platform from thee trtrack. These glass doors shall be powered forfo automatic operation and locatedd alalong the platform at the platform edge throughout thro the passenger area. The dooroor locations will be corresponding to the trainin cacar passenger door locations. Platformrm SScreen Doors (PSD) are proposed to be providevided at all the stations to ensure safetyty & comfort of commuters.

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0.4 ALIGNMENT PLANNINGNING

0.4.1 Geometric Design Paramarameters

TABTABLE 0.3: DESIGN PARAMETERS

S. No. CRITERIA DIMENSION 1 Gauge 1435 mm 2 Design Speed 110 Kmph 3 Maximum Axlexle LoadL 17T 4 Traction 25KV AC OHE

TABLE 0.4: HORIZONTAL CURVE PARAMETERS

Descripscription Elevated/At-grade SecSection Desirable Minimum Radiuadius 200 m Absolute minimum Radiuadius 120 m Minimum curve radiuss at stations 1000 m Maximum permissiblee cancant (Ca) 125 mm* Maximum cant deficiencyency (Cd) 100 mm * The applied cant willl be decided in relation to normal operating speeds at specifics locations like stations/vics/vicinity to stations.

TABLE 0.0.5: TRACKACK CENTRE AND HEIGHT IN ELEVATED SECTION

Minimum Track Minimum Railail LevelL Parameter Centre above Groundnd LevelL Mid-Section 4.10 m* 8.50 m** Stations 4.10 m 12.00 m Note: *Track centre in elevatevated section can be modified as per the choichoice of girder/superstructure.re. **Minimum rail level withwithin Railway ROW has been proposed as 15.0m duedu to number of existing FOBss anand ROBs.

TABLEABLE 0.6: GRADIENT PARAMETERS

Description Desirable Absolute Minimunimum Gradient at Mid-Sectionon Upto 2% Upto 4% (compensaensated) Gradient at Stations Level Upto 0.25%5%

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TABLE 0.7: VERTICAL CURVE PARAMETERS

Parameter Vertical Curve Desirable Radius on Mainain lline 2500 m Absolute Minimum Radiusdius on Main line 1500 m Minimum Length of Verticrtical Curve 20 m

0.4.2 Route Alignment For the planning convenieenience, the zero point of the Corridor is considnsidered at the centre line of the proposposed CSTM Fast station. The chainage alongg theth alignment increases from CSTM too PaPanvel.

• The alignment startsrts from f Ch: (-) 100 m east of existing CSTM Ra ilway Station (Platform no 18) andnd headsh in northern direction.

• Proposed fast corridoridor on CSTM- Panvel Harbour Line is to run alongong the existing Harbour line of Cententral Railway, to be accommodated generally,ally, within the existing right of way,y, eelevated/at-grade, in order to avoid/minimizeze acacquisition of private land/property.rty. The corridor proposed is to have double lineine track,t with a capacity to run 8 coachoach trains. • Between CSTM andnd Mankhurd, the alignment is proposed elevelevated. From Mankhurd to Vashi,i, ththe alignment is at-grade. Between Vashi andnd Belapur,B the alignment is proposedosed as Elevated. From Belapur to Panvel, thehe aalignment is proposed as at-grade.de. • Central Railway is planplanning to convert existing Harbour line into 5th-6th line and Harbour line will bee shshifted on the east of platform no. 18. As Fastt ccorridoror is also proposed on east of plplatform no. 18. It is proposed by Central Railwilwaya and MRVC that a composite strucstructure having Harbour line at first level and fafastst corridor at second level will bee coconstructed to minimize the land acquisition.. Further,Fu CSTM station will also be plaplanned as Composite structure with harbourr stastation at first level with 270 m lengthngth and Fast corridor at second level with 180 m length.l

• Central Railway hasas takenta up the work of laying of one additionalonal Goods line from Wadala to Kurlaurla on deposit terms for BPT in this stretch.. ThisTh proposed goods line runs parallerallel and adjacent to UP Harbour line. The Goodsds lineli has been generally proposedd at a distance of 6.50 m from the UP Harbourr linline track. The proposed Fast corridoridor has been planned on further east at a distance dista of 6 m from the proposed GooGoods line track. • Following proposal are under consideration at KURLA in connectionn wwith laying of 5th/ 6th line of CSTMTM-CLA main line

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a) Existing harbourr linline at Kurla (PF 7/8 and South of it) to be utilizedlized as 5th /6th line. b) Elevated harbourur lineli is planned by providing a ramp of 1 in 40 ata South end of Kurla station whwhich continues upto South End of Tilak Nagarr station.sta c) Elevated Kurla stationstat with a total of 3 Platforms (one island and one side) is planned to be consconstructed East of existing Platform 7/8. d) One new Wadalaala- Kurla goods line is proposed on depositt termster for BPT towards the Easterstern boundary of Railway land. • To avoid number of accidents and trespassers at Kurla, Centraltral Railway is implementing a numbumber of modifications. These proposals underder Trespassing study have been considonsidered for planning the alignment.

• The existing at-gradeade Harbour line tracks (South of Tilak Nagargar station) are proposed to be dismaismantled avoiding surface crossing of Harbourur cocorridor with Kurla – Trombay goodsoods line. • MMRDA is planninging to run High speed Metro services betweetween Mumbai International Airportort aand proposed Navi Mumbai International Airport Airp (NMIA). Track integration between betw proposed High speed corridor and thehe Fast corridor has been suggested by MMRDA. Necessary provision in the planninnning has been made for track integragration.

• Central Railway hass developedde a Master plan for development off PanPanvel station. Provision for two additdditional platforms on east side of existing suburburban platform for the proposed Fast corridor has been kept. Accordingly, alignmement has been planned consideringg ththe updated plan of Panvel station.

• Total 11 stations are proposed for fast corridor on CSTM- Panvel Harbour Line consisting of 8 elevatedated and 3 at-grade stations.

• 4 Elevated stabling facilities have been planned in Wadi Bunder RailwayRailw area for the proposed Fast corridor.corr These stabling sidings shall feed the coorridorrri through CSTM station.

• Four elevated stablingling sidings of 200 m length have been proposeded oon West side just ahead of Elevatedted Mankurd station.

• Spur to proposed Navi Mumbai International Airport has been plannlanned from Ch: 35600 m before undender construction railway bridge of Nerul – Uranran line across Palm Beach Road.

• Car Depot having an area of about 30.60 hac has been proposedsed east of the Kharghar station. Thehe landl is vacant and falls in vicinity of Taloje creek.reek The depot

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area is so located ass nonot to fall within 100 m of water line of talojee creek.cre Entry to proposed Maintenanceance Depot has been provided short of Khargharhar stations from Ch: 39500 m.

• The corridor geometrietrics are summarized in Table 0.8 and detailsils ofo horizontal curves are presenteded in Table 0.9.

TABLEBLE 0.8: SUMMARY OF ALIGNMENT Chainage (m) Length S. No. Descriptcription From To (m) CSTM - PNVL 1 Elevated -100 22500 22600 2 Ramp 22500 22900 400 3 At-grade 22900 23980 1080 4 Creek Portionrtion 23980 28600 4620 At-grade on vviaduct 5 28600 32350 3750 (through mangroves)man 6 Ramp 32350 32750 400 7 Elevated 32750 38350 5600 8 Ramp 38350 38750 400 9 At-grade 38750 48600 9850 Total 48700 NMIA Spur 1 Elevated 35600 36720 1120 2 Creek Portionrtion 36720 37470 750 3 At-grade 37470 37800 330 4 Elevated 37800 42100 4300 Total 6500

TABLE 0.9: ABSTRACT OF HORIZONTAL CURVES CSTM - PNVL Corridor NMIA SpurSpu S. No. Curve Radius No. of No. of Length Length Occurrences Occurrences 1 ≤200 1 412.38 1 386.95 2 >200 ≤ 300 7 1725.63 1 572.91 3 >300 ≤ 500 16 4894.24 2 1058.98 4 >500 ≤ 800 16 4693.45 0 0.00 5 >800 ≤ 1000 26 6879.94 0 0.00 6 >1000 27 5237.80 0 0.00 7 Total 93 23843.44 4 2018.84

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0.4.3 Land Requirement Land will be required foror ththe following main components: • Viaduct Structure (including(in Route Alignment), Station Building,ing, Platforms, Entry/Exit Structures,es, TTraffic Integration Facilities, Depots, etc. • Receiving/Traction Sub-stations • Radio Towers • Temporary Constructiouction Depots and work sites. Abstract of land requiremeement for different components is given in Tablesles 0.10.

TABLE 0.10: LANDAND & STRUCTURES REQUIREMENT (IN SQM) Govt. Land PvtPvt. Section Description Stateate Total LanLand BPT Railway CIDCO Govt.vt. Permanent Running 106310630 77803 345948 139034 77284284 650699 section Station area 0 4680 27206 9362 468080 45928 Depot 0 0 0 306000 0 306000 CSTM - TSS 0 0 3708 2100 0 5808 PNVL Railway 0 0 20456 0 0 20456 Corridor Structures Total 106310630 82483 397318 456496 81964964 1028891 Temporary Construction 0 30000 76500 37000 0 143500 Depot Total 0 30000 76500 37000 0 143500 Permanent Running NMIA 0 0 36879 3205 46225225 86309 section Spur Station area 0 0 0 0 468080 4680 Total 0 0 36879 3205 50905905 90989

0.5 STATION PLANNING AAND INTERMODAL INTEGRATION

0.5.1 Stations The proposed fast corridrridor on CSTM- Panvel Harbour Line will haveave 11 stations (Table 0.11).

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TABLE 0.11: DETAILS OF PROPOSED STATIONS S. Station Elevated/ Predominant Station Major Interchange No. Name At-grade Landuse Dimension Proposed CBS Metro on Public Semi Mahapalika Marg infront of 1 CST Elevated Public/ BMC Office, Existing Suburban 180m x 42.8m Institutional VT Station and Main Line Station of CST Monorail Station on Rafi Ahmed Kidwai Marg and Residential/ 2 Wadala Elevated Existing Wadala Suburban 180m x 26m Institutional Station for Services of Central and Western Line Existing Suburban Kurla station 3 Kurla Elevated Residential for Harbor & Central Line’s 180m x 26m services Lokmanya Tilak Nagar Main 4 LTT Elevated Residential 180m x 26m Line Station at about 500m Monorail Station of Phase I on 5 Chembur Elevated Residential Rafi Ahmed Kidwai Marg and 180m x 26m Existing Suburban Harbor Line Proposed Terminal Station of 6 Mankhurd Elevated Residential Metro Line2B: DN Nagar- 180m x 26m Mankhurd Residential Existing Harbour Line and 7 Vashi At-Grade Cum 180m x 26m Trans Harbour line Commercial Existing Harbour Line and 8 Nerul Elevated Residential proposed Nerul – Uran Rail 180m x 26m Link at about 1.5km distance Proposed Navi Mumbai Metro Public / semi along the existing suburban 9 Belapur Elevated Public and 180m x 26m station and Existing Harbour Residential Line Proposed Navi Mumbai Metro on shahid Bhagat Singh Marg 10 Kharghar At-Grade Residential 180m x 29.44 and Existing Harbour Line Station Residential Existing Suburban Station and 11 Panvel At- Grade 18180m x 38.68m cum Industrial Main Line Station of Panvel

0.5.2 Station Planning Salient features of a typicapical station are as follows: a. Station entrances proprovide the link between the station concourcourse and the surrounding streetsts andan their location must reflect the separatee coconstraints of both. Station entrancrances are located with particular referencee to passenger catchment points and also cater for inter modal interchange whichwhi includes buses, IPTs, pick/droprop by private mode etc.

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b. Important criteria that have been applied in the development of StationStati Planning include

• Sizing of Station PaPassenger facilities • Stipulated Designign standardss • Emergency Evacuacuation • Passenger circulatiolation, comfort, ease of use, safety and security • Operational accomcommodation (Back of House Areas) • Electrical and mechechanical plant and Equipment space requirementents

c. Concourse forms thehe iinterface between streets and the platform.. ThisT is where all the passenger amenmenities are provided. d. Office accommodationtion, operational areas and plant room space are provided in the non-public areasas oof the station. e. The platform level has designed for adequate assembly space forr papassengers for both normal operaterating conditions and a recognized abnormormal scenario (emergency). f. The length of the platflatform is planned to be 180m, which will accommmmodate 8 car train. g. The width measureded fromf track centre to any continuous fixed structructure on the platform shall be miniminimum 5300 mm. h. The location of DG seset, Bore Well pump houses, Ground tank andnd GroundG tank pump houses are prepreferably proposed to be located in one area at ground wherever possible.

0.5.3 Intermodal Integrationion aand Dispersal Facilities The criteria followed for facilitating efficient dispersal, circulation and integration with other modes are as ddiscussed: • For passengers disperispersing from the platforms additional FOBs/s/ subwayss are proposed from the plplatform to ease the dispersal. FOBs are extenxtended to the existing Skywalks too easeea the entry/egress. • For passenger dispersaersal from the station premises to adjoining streetreets, FOBs are extended across thee roroads to avoid the crossing of any major junctioction or road to reach station and reducered the pedestrian load on the existingg roadro thereby increasing the road capcapacity. • Pedestrian phase suggeuggested at signalized intersections • For effective interchanchange of passengers FOBs to be directly connecnnecting unpaid areas of proposed syssystem with the unpaid area of the existing systsystem and any other proposed transitnsit system (monorail or metro rail).

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• The circulation areaea ooutside the station has been suggested to be properly designed to ensurere eefficient dispersal of the passengers and minimizing min the pedestrian and vehiculicular traffic conflict. • The circulation areaa to provide for adequate parking space, designatenated space for embarking and disembembarking for vehicular traffic (pick-drop zones)) by private and public modes. • Augmentation of pedpedestrian facilities through strengthening off roaroad shoulder areas, footpaths etctc aand easy access from/to the station throughgh rrelocation of vendors/hawkers, On-street parking and all encroachments fromom the service roads and station roadoads wherever feasible.

The conceptual Plans andan intermodal integration of three stationsns nnamely CST, Mankhurd and Khargharar hhave been discussed in the main Report.

0.6 SYSTEM DESIGN 0.6.1 Train Operation Plan The salient features of the proposed train operation plan are: ‹ Running of normall servicesse for 19 hours of the day (5 AM too 00:00AM0 i.e. midnight) with averagerage station dwell time of 30 seconds, ‹ Make up time of 5-10% (on the tangent track) with 8-12% coasting. ‹ Scheduled average spespeed for corridor shall be 60 kmph. ‹ Average Travel Timee shshall be about 48 minutes To meet the projectedd trtraffic demand, the possibility of running trainrains with 6 car and 8 car rake composiposition at different headways has been proposeposed with the objective of maintaininging tthe headway as well as optimum utilization of rollingr stock. The traffic capacity and demand have been matched by suitablele reregulation of headways. The headwayay and capacity provided for the corridor has beenbee indicated in Tables 0.12.

TABLEBLE 0.12: TRAIN OPERATION PLAN Year Corridor/Section IteItems 2022 2031 2041 Cars/ Trainrain 6 6 & 8 8 Headwayay in Min. 4.6 3.5 3.0 CSTM-Nerul (Trains/hr)/hr) 13 17 (9,8) 20 22828 34620 47040 Capacityy PrProvided 29172 44228 60080

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Year Corridor/Section IteItems 2022 2031 2041 PHPDT 27204 42424 57644 Cars/ Trainrain 6 6 & 8 8 Headwayay in Min. 6.0 5.0 4.6 (Trains/hr)/hr) 10 12(4,8) 13 Nerul- Panvel 17560 25840 30576 Capacityy PrProvided 22440 33008 39052 PHPDT 16498 23198 29953 Cars/ Trainrain 6 6 8 Headwayay in Min. 20.0 12.0 8.6 Nerul-New (Trains/hr)/hr) 3 5 7 Mumbai Airport 5268 8780 16464 Capacityy PrProvided 6732 11220 21028

0.6.2 Rolling Stock Requiremeement Based on the traffic demdemand, train operation plan and requirementt ofo coaches is given in Tables 0.13.

TABLE 0.13: TOTAL RAKEAKE REQUIREMENT FOR DIFFERENT HORIZON YEARSYEA 2022 2031 202041 Total Rake Requirementent 25 32 40 Total Coach Requiremenent 150 238 32032

0.6.3 Power Supply System The Power supply system syste has been conceptualized consideringng 8 car rake composition and train opeoperation at 3.0 minutes headway for Main corridorcorri and 8.6 minutes headway for NMINMIA spur. Broad estimation of auxiliuxiliary and traction power demand is based onn theth following assumptions:-

i) Train operation withith 8 car rakes with carrying capacity of 3004004 passengers (standing @ 8 passengengers/ m²). ii) Specific energy consumsumption of rolling stock – 80KWh/1000 GTKM iii) Regeneration @30% iv) 8 car rake compositionition having passenger carrying capacity of 30044 (s(standing @ 8 passengers/m2) v) Elevated/at Grade statstation load – initially 200kW, which will increasease tot 300kW in the horizon year. vi) Depot auxiliary loadad – initially 2000kW, which will increase to 2500 KW in the horizon year

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vii) Power factor of load – 0.9 & Transmission losses @5%

The projected power iss sumsummarized in Table 0.14. TABLE 0.14: POWER DEMAND ESTIMATION (MVA) Year 202022 2031 2041 Traction 3030.77 46.42 61.95 Auxiliary 5.5.13 6.13 7.12 Total 3535.90 52.55 69.07

0.6.4 Sources of Power Supplypply Keeping in view the reliabeliability requirements and considering the complemplete corridor, three Receiving Sub-statiotations are proposed to avail power supply for tractiontrac as well as auxiliary services fromrom the following grid sub-stations at 100kV /220 kV voltage (Table 0.15).

TABLEBLE 0.15: POWER SUPPLY SOURCES Receiving Sub Stationion RSS Source of Power Supply By 100 KV cable from Carnac /Dharavi Receieceiving Wadala Rd (100/25/11k/11kV) Station of TPCL By 100 KV cable from Mankhurd Mankhurd (100/25/11k/11kV) Receiving Sub Station of TPCL By 110 kv or 220 KV cable from the Kharghar (220/25/11kV1kV) Grid of MSEDCL

0.6.5 Maintenance Depot The fast corridor on CSTMSTM- Panvel Harbour Line would require a dedicedicated Depot cum workshop facility for the maintenance of the rakes. The totall cocoach holding would increase to aboutut 3320 i.e. 40 Rakes of 8 car in the horizon yearar 220410 to meet the traffic demand. Allll ththe rakes will be serviced at main Depot cumm wworkshop for the scheduled inspectionsions, major schedules viz Periodical overhaul (POHPOH) and major unscheduled repairs. The maintenance depot cum workshop facilityity tot meet the

maintenance needs of the rakes is proposed at Kharghar.

0.7 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

0.7.1 Environmental Impactct AAssessment The EIA provides a descescription of the direct and indirect environmenmental effects associated with the proproposed fast corridor on CSTM- Panvel Harbourour Line during various phases of projeproject cycle. The assessment covers naturalural and built environment which comprmprise Water Quality, Air Quality, Soils, Noise,, Ecology,Eco Socio- economic issues, Archaechaeological /historical monuments etc. Thehe information

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presented in this sectionion is based on field surveys and monitoring in yeyear 2012 for the alignment proposedsed at that time. Now the alignment has beeneen changed in certain locations: CSTMSTM-Wadi Bandar, Reay Road, Sewri to Wadala, Wad Kurla, Chunabhatti to Tilak Nagaragar, Mankhurd, Vashi to Belapur and Panvel Statiotation. The major features of the EIA as in year 2012 with relevance to the revisvisede alignment have been presented inn ththe main Report.

0.7.2 Social Impact Assessmensment Inventory and quantitytity and type (Government or private ownership) own of land/property affectedd bby the current alignment is to be confirmedrmed based on alignment drawing and site. Consultations with affected peopleple and other stakeholders shall be heldheld. Sample interviews shall be conducted. Thee R&RR& Plan shall be prepared and RAPP costc estimated based on RFCTLARR Act 2013 201 and any additional benefits that may be considered by Client and GoveGovernment of Maharashtra.

0.8 COST ESTIMATES ANDND FINANCIALS 0.8.1 Capital Cost Cost estimate for fast corcorridor on CSTM- Panvel Harbour Line and NMIANM spur has been prepared coveringing civil, electrical, signaling and telecommunicatications works, rolling stock, environmentental protection, rehabilitation, etc. at June’ 2016016 price level. In order to arrive at realisealistic cost of various items, costs have been assassessede on the basis of recently awardedrded rates of Lucknow Metro and DMRC Phasease-3. DPRs of DMRC Ph-IV, Mumbaii MetroMe Line-4, earlier DPR of Fast Corridor onn CSTMCS – PNVL Harbour Line and otherher similar Metro’s has also been considered and suitable escalation factor has beeneen applied to bring these costs to June’ 2016 price level. The abstract of capitall coscost estimate of fast corridor on CSTM- Panvel Harbour Line and NMIA spur is givenn in Table 0.16.

TABLE 0.16: ABSTRACT OF COST ESTIMATE CSTM - PNVLNVL NMIA Spur S. Item Amount Amount No. (Rs. in Crore)re) (Rs. in Crore) 1 Land 466.30 101.80 2 Alignment and Formation 2618.18 367.08 3 Station Buildings incl. Civilil woworks, EM works, Lift, escalators etc 650.76 65.07 4 Depot including civil, EM, M&P,M& general works 274.78 0.00 5 P-Way for main line, depott anand depot connectivity 455.29 58.37 6 Traction & power supply 734.34 69.36 7 Signaling and Telecom. 978.81 116.50 8 R & R incl. Hutments etc. 85.00 0.00

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CSTM - PNVLNVL NMIA Spur S. Item Amount Amount No. (Rs. in Crore)re) (Rs. in Crore) Misc. Utilities, road works,ks, TopographicT Surveys, Geotechnical Investigation, Barricading,g, TrTree Cutting and replanting, other 9 418.50 54.41 civil works such as signageage's, Environmental protection and traffic management 10 Capital Expenditure on Interter mmodal integration 118.34 15.80 11 Capital Expenditure on Securicurity 18.02 2.41 12 O&M Infrastructural Works 212.03 14.82 13 Total of all items except Landand 6564.04 763.80 General Charges incl. Designsign charges @ 7% on all items except 14 459.48 53.47 land 15 Total of all items includingg G. Charges 7023.52 817.26 16 Rolling Stock (3.20m wide) 1462.80 127.20 17 Total of all items includingg G. Charges and Rolling Stock 8486.32 944.46 18 Contingencies @ 3 %on allll iteitems except land 254.59 28.33 Gross Total including Contingenciesncies (excluding Land Cost) 8740.91 972.80 Gross Total including Contingenciesncies (including Land Cost) 9207.21 1074.60 Insurance 0.6% of Capital cost excludingexclu land 39.38 5.35 Gross Total including Insurance,, CoContingencies and Land 9247.00 1080.00 Service Tax @15.0% on 20% of totatotal cost except land 262.23 28.33 Taxes & Duties 1398.00 152.00 Gross Total including Taxes & Dutieuties 10907.23 1260.33

0.8.2 O&M Estimate The total O&M cost for fasfast corridor on CSTM- Panvel Harbour Line inn the year 2022, 2031 and 2041 is estimatimated at Rs. 590 Crore, Rs. 1254 Crore and Rs. 2626 Crore respectively.

The total O&M cost forr NMIAN Spur in the year 2022, 2031 and 2041 is estimatede at Rs. 94 Crore, Rs. 182 Crorerore and Rs. 437 Crore respectively.

0.8.3 Additional Investmentnt The total additional investvestment for additional Rolling Stock and relatedd equipmenteq to take care of the increaseeased traffic for fast corridor on CSTM- Panvel Harbour Line including the NMIA spurur willw be Rs. 1281 Crore in the Year 2032 and Rs. 1455 Crore in Year 2042.

0.8.4 Replacement Cost The replacement costss are provided for meeting the cost on account of rreplacement of equipments due to wewear and tear. The replacement cost for fast corridor on CSTM- Panvel Harbourr LiLine including the NMIA spur is estimated to beb Rs. 4119 Crore in the year 2042.

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0.8.5 Economic Analysis The economic appraisalal hhas been carried out within the broad framewoework of Social Cost –Benefit Analysis Technique.Tec It is based on the incremental costssts aand benefits and involves comparisonon oof project costs and benefits in economic termterms under the “with” and “without” projeproject scenario.

The EIRR in economic termsterm works out to 19.96 % for fast corridor on CSTMCS - Panvel Harbour Line including ththe NMIA spur. A sensitivity analysis of the EIRREIR with 10% cost overrun and 10%% reductionre in traffic materialization (separatelyately) has been carried out. The EIRRs underund these scenarios are given in Table 0.17.

TABLE 0.17: EIRR – SENSITIVITY ANALYSIS

Sensitivity Parameter EIRR (%) Basic EIRR 19.96.96 With increase in cost by 10%1 18.62.62 With decrease in trafficfic bby 10% 19.24.24 With increase in cost by 10%1 & decline in traffic by 10% 17.93.93

0.8.6 Financial Analysis The Construction cost of main corridor and NMIA spur including landnd costc at June’ 2016 prices is estimateded aat Rs. 10327 Crore. The cost of land is estimateated at Rs. 568 Crore. The Central and StaState taxes and duties (Customs, Excise and VAT)AT) and service tax amount to Rs. 1841 CrCrore. The total cost including land and taxess is estimatede to be Rs 12168 Crore.

With escalation factor of 5 % p.a., the Completion Cost of the projectt inincluding land and taxes is estimated to beb Rs. 14,561 Crore. It is proposed to start land acquisition and construction work by 2017 and commission the system by Year 2022.022.

The project FIRR basedd on MCA fare structure with the project costs includingin land and taxes for the combinebined main corridor and the spur works out to be 4.75%.

The project FIRR based on Mumbai Metro Line-3 fare structure with thehe pproject costs including land and taxeses ffor the combined main corridor and the spur works out to be (-)ve.

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0.8.7 Way Forward • MRVC plans to implementent the Fast Corridor on CSTM - PNVL Harbourur linelin including NMIA spur in next 6 yearyears i.e. by 2022 – through government fundinging. The cost of the project is expected to be shared by Central and State Governments. • To implement the Projectject in a short period, it is necessary that actiononss on all major activities are taken in paraparallel. The major activities will include: ‹ Acquisition of land boboth temporary and permanent for ROW, stationations, dispersal facilities and depot ‹ Major bridge acrosss VaVashi Creek and Panvel Creek ‹ Traffic Diversion Plannlanning and suitable modifications and improvemvements in the connecting roads in order to ensure adequate connectivity and intermodal integration ‹ Shifting/ relocating undunderground/ over ground utilities ‹ Environmental Clearanarances (including CRZ) ‹ Rehabilitation & Resetesettlement

• The proposed date of cocommissioning with important milestones is givgiven in Table 0.18.

TABLE 0.18: PROJECT IMPLEMENTATION SCHEDULE

Sr. No. Tasks Completiletion Date 1 Submission of DPR June, 20162 2 Approval of DPRPR bby IR and State Govt. Decembember, 2016 3 Appointment of InInterim Consultant Decembember, 2016 4 Detailed Designn ConsultancyCo March,rch, 2017 5 Appointment of GGeneral Consultants June,ne, 20172 6 Bidding and Finalizinalization of civil work tenders June,ne, 20172 7 Revenue Operatioation April,ril, 2022

• Legal Framework Legal cover to the proposposed corridor while construction, securing permiermissions, land acquisitions, operationss andan maintenance etc. may be taken under the RRailways Act,

1989 and Railways (Amenmendment) Act, 2008.

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