Global Business Opportunity: Mumbai Metro Line 3 Mumbai Metro Master Plan • In May 2003 Mumbai Metropolitan Region Development Authority (MMRDA) mandated Delhi Metro Rail Corporation (DMRC) to prepare Mumbai Metro Master Plan and Detailed Project Report (DPR) for priority corridors in and around Mumbai. • DMRC was assisted by: - TATA Consultancy Services (TCS). - Indian Institute of Technology (IIT), Mumbai. Various Routes Mumbai Metro Master Plan visualizes access to an efficient Mass Rapid Transport System (MRTS) for over 90% of the population within 1-2 km to be implemented in three phases: Route Km Phase I 1. Versova - Andheri - Ghatkopar 11.40 2. Charkop - Bandra - Mankhurd - Dahisar 32.00 3. Colaba - Bandra - SEEPZ 33.50 Phase II 4. Charkop - Dahisar 7.80 5. Wadala - Ghatkopar - Teen Hath Naka (Thane) 20.70 Phase III 6. Teen Hath Naka - Kasarwadavali - Bhiwandi - Kalyan 34.60 7. SEEPZ - Kanjurmarg 10.50 8. Andheri (E) - Dahisar (E) 18.00 9. Sewri - Prabhadevi 3.50 Total 172.00 MMRL3 Rail Corridor • Completely underground (depth of 15 to 25 m) with 27 stations (26 underground and 1 at grade). • Main car shed depot located at the northern end. • Connecting 6 business districts, 30 educational institutes, 30 recreational facilities and domestic and international airport terminals. • 9 intermodal connections with other transport systems (railways and bus depots) to complement each other. Metro Stations No. Station No. Station No. Station 1 Cuffe Parade 10 Mahalaxmi* 19 Vidyanagari 2 Vidhan Bhavan 11 Science Museaum 20 Santacruz 3 Churchgate* 12 Acahrya Atre Chowk 21 Domestic Airport 4 Hutatma Chowk 13 Worli 22 Sahar Road 5 CST Metro* 14 Siddhi Vinayak 23 International Airport 6 Kalbadevi 15 Dadar 24 Marol Naka* 7 Girgaon 16 Sitladevi 25 MIDC 8 Grant Road* 17 Dharavi 26 SEEPZ 9 Mumbai Central Metro* 18 BKC 27 Aarey Depot** * Having inter-modal connectivity to other railway systems. ** At grade station; 1 to 26 all underground. Ridership • MML3 designed for a daily Peak Hour Per Direction Traffic (PHPDT) of 45’000. • 8 car rake composition with passenger carrying capacity of 3000 (longitudinal seating – 372, standing – 2628 @ 8 passengers/m2) at 150 sec. headway for Colaba‐Bandra section and 300 sec. headway for Bandra‐SEEPZ section • Estimated PHPDT for 2031 realized with 6 car trains operating at 150 sec. headway for Colaba‐Bandra section and 300 sec. headway for Bandra‐SEEPZ section. • Estimated daily ridership and PHPDT: Corridor 2025 2031 Maximum Daily ridership Maximum Daily ridership PHPDT (million) PHPDT (million) MML3 39’000 1.4 42’000 1.7 Mumbai Metro Rail Corporation Limited The nodal agency responsible for the implementation of the MML3 project is: Mumbai Metro Rail Corporation Limited (MMRC), a joint-venture of the Government of India and the Government of Maharashtra on a 50:50 sharing basis. MrMMs. Ashwini Bhide, IAS Managing Director MMRC Board of Directors MMRC Management Time Frame 2003 Mumbai Metro Master Plan initiated by MMRDA. 2004 Mumbai Master Plan prepared, public consultation held. 2009 Metro Line 3 preparatory works initiated on PPP model; however, not found feasible on viable gap funding (VGF) model. 2011 Project initiated for Engineering Procurement Construction (EPC) model with JICA funding. 2011 - 2013 DPR published, loan agreement approved/signed with JICA, Government of India approval, Notification under the Metro Act, etc. 2013 - 2014 Approval from State Cabinet and from Government of Maharashtra, bidding for General Consultants. 2014 December: Bids for General Consultant received from four consortia, i.e. Aecom Asia (Hong Kong), DB International (Germany), Geodata (Italy) and Oriental Consulting (Japan). 2015 May: Agreement signed with Aecom Asia - consortium partners include Padeco (Japan), LBG (USA) and Egis Rail (France). October: MMRC awards 7 contracts for civil works. 2016 January: Ground work to begin. 2019 - 2020 Completion of fully operational MML3. Project Cost and Financing Major funding US$ 2 billion (INR 132.4 billion) 57.2 Soft loan (1.44%) through Japan International Cooperation Agency (JICA) Other stakeholders - State Equity 10.4 - Central Equity 10.4 - Sub-debt by the Central Government 4.4 - Sub-debt by the State Government 7.0 - Property development and impact fee 4.4 - Stakeholder contribution from the Mumbai International Airport Ltd. 3.5 - MMRDA grant/ASIDE funding 2.9 Project completion cost US$ 3.5 billion (INR 231.4 billion) 100% System 1 - Gauge and Track • With the objective of uniformity with MML 1 and 2, MML3 also proposed on Standard Gauge(1’435mm). • Ballast-less and joint-less track structure with UIC-60 rail sections. • Grade of rail on main lines to be 1080 Head Hardened as per IRS‐T‐ 12‐96. • Flash Butt Welding Technique and Alumino-thermit Welding to be used for welding of rails. • Crossings to be explosive hardened and made of cast manganese steel with welded leg extensions. • Check rails to be with UIC‐33 rail section without being directly connected to the running rails. System 2 - Traction System • 25kV AC overhead traction system considered best solution. • Suitable measures required for mitigation of EMI & EMC caused by 25 kV single- phase traction currents. • Rolling stock to have self-ventilated 3-phase AC traction drive. • Converter and inverter in rolling stock should be Insulated Gate Bipolar Transistor (IGBT) based with gate drive circuit and protection. • Tunnel with a Rigid Overhead Conductor System (ROCS). • Car shed depot with a flexible OHE. • Centralized state-of-the-art SCADA System and GIS Technology Main/Auxiliary Subsystem. System 3 - Signaling & Train Control • Continuous Automatic Train Control with “Distance to Go” Automatic Train Operation (ATO), Automatic Train Protection (ATP) and Automatic Train Supervision (ATS) sub‐systems. • Traffic controllers at centralized Operations Control Centre (OCC). • Computer Based Interlocking (CBI) at all stations with points and crossings. • Coded Audio Frequency Track Circuit for vehicle detection and transmission of data from track to train. • Non‐Trailable Electrical Point Machine capable of operating with either 110V DC or 3‐phase 380V AC to be used on main line. System 4 - Telecommunication • A 96 Fiber grade optical fiber backbone to be laid in ring configuration with path diversity. • SDH STM‐4 based system with SDH nodes with access at 2MB level at every station and OCC. • Core routers and switches for Giga Ethernet (GE) network for very high bandwidth consuming system like CCTV, etc. • Same GE backbone to carry the traffic of power SCADA, BMS and AFC. • GE will support VLAN, QOS, LACP, SNMP as minimum. • Software partitioned telephone exchange for EPABX and Direct Line Communication. • 8-channels mobile radio communication system based on Digital Trunk Radio Technology to TETRA International standard (400/800 MHz band). System 5 - Passenger Control • Passenger Announcement system operational from local station as well as from OCC (over‐riding priority in all announcements). • A centralized clock system to ensure accurate display of time through a synchronization system of slave clocks driven from a master clock at OCC. • Passenger information display system located at platforms and concourses of all stations. • CCTV system to ensure real time surveillance of public and selected areas as well as video recording for post event analysis. • Network Management System (NMS) for efficient and cost effective maintenance of the entire communication network covering radio communication, optical fiber transmission system and telephone exchange. System 6 - Automatic Fare Collection • Computerized Automatic Ticket Vending Machines (ATVM). • Fare media to consist of contactless smart token/card and contactless readers as per ISO 14443 standard. • Computer controlled retractable flap/turnstile type automatic gates at entry and exit. • Station computer, central computer synchronized for real time AFC data. • Portable card decoder (PTD) for ticket collectors on moving trains. • AFC system to provide interfaces to other operators such as suburban rail, bus, parking, toll, etc. to integrate these systems with common smart card based fare products. System 7a - Rolling Stock • Driver’s cab to have continuous communication with OCC. • Remote electronic automatic door operation from driver’s cabin. • Dual air-conditioning. Vehicle dimensions Length (including coupler) 178’360 mm (DT‐M‐T‐M‐T‐M‐M‐DT) Width 3’200 mm Height 4’118mm System 7b - Rolling Stock Coach construction Lightweight stainless steel body Tare weight DT (42.0T), T (42.0T), M (42.0T) Axle load 17 t Propulsion system 3-phase drive system with VVVF control Type of traction supply 25 kV AC overhead collection Drivers Trailer Non-driving 4 car 6 car 8 car Car Trailer train train train Car/Motor Car Normal Crush Normal Crush Crush Crush Crush Seated 43 43 50 50 186 286 386 Standing 120 239 129 257 992 1’506 2’020 Total 163 282 179 307 1’178 1’792 2’406 System 7c - Rolling Stock • For typical average intersection distance of 1 km, running time to be 82.5 sec but 72.85 sec to achieve schedule speed of 30 kmph with dwell station time of 30 sec. • Bolster-less, light weight wagons with rubber springs and air springs at secondary stage along with suitable Vertical Hydraulic Damper. • Brake system to consist of: - Electro‐pneumatic (EP) service friction brake. - Fail-safe, pneumatic friction emergency brake. - Spring applied air‐release parking brake. - Electric regenerative service brake. - Provision of smooth and continuous blending of EP and regenerative braking. System 8 - Ventilation and Air‐conditioning • Platform and concourse areas to be air‐conditioned using supply Air Handling Units (AHU’s) located in plant rooms throughout the station. Each platform to be served by at least two separate air handling units. • Tunnel ventilation fans to be installed and, depending on inter‐station distances, may vary from 60 cum/s to 100 cum/s. • Station services and systems such as air‐conditioning, ventilation, lighting, pumping systems, lifts and escalators, etc. to be controlled by the Station Control Room (SCR).