planning for mumbai metro rail project

8/9/2019 Planning for Mumbai Metro Rail Project

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PLANNING FOR MUMBAI METRO RAIL PROJECT

FIRST INDO-US SYMPOSIUM

ADVANCES IN MASS TRANSIT & TRAVEL BEHAVIOUR

RESEARCH

G.R. Madan Director, MRTS, MMRDA

ON


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Established in 1975 under MMRDA Act,1974

Mumbai Metropolitan Region

Development Authority


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MumbaiMetropolitan

Region (MMR)

4355 sq.kms

21 Million Population


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Mumbai Metropolitan Region

THANE

VASAI

VIRAR

BHIWANDI

KALYAN

KHOPOLI

PEN

NALASOPARA

NAVGHAR

MIRA-BHAYANDAR

ULHASNAGAR

AMBERNATH

BADLAPUR

PANVEL MATHERAN

KARJAT

NAVI MUMBAI

THANE DIST.

RAIGAD DIST.

SUBURBAN

DIST.

URAN

M

UMBAI

MUMBAI

SUB-URBAN

4 Districts

Mumbai,

Suburban,Thane, Raigad

7 Municipal Corporations

Greater Mumbai, Thane,

Kalyan,

Navi Mumbai,

Ulhasnagar,

Mira-Bhayandar,Bhiwandi-Nizampur

13 Municipal Councils

1003 Villages

Rural : 1 million

( 6 % )

Urban : 18 millions

( 94 % )

Total Population

19 millions

2001

Area : 4355 Sq.Km.

ALIBAG


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Role of MMRDA

To achieve balanced development of the region:

Preparation of perspective plans

Promotion of alternative growth centers

Strengthening of infrastructure facilities

Provision of development finance


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Transportation Infrastructure Development

Nodal Agency for Mumbai Urban Transport Project

(MUTP)

Implementing Agency for Mumbai Urban Infrastructure

Project (MUIP)

Nodal Agency for Mumbai Metro Rail Project

Nodal Agency for Comprehensive Transport Study

(CTS) TRANSFORM

Role of MMRDA


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Mumbai Commuters depend mainly on Public

Transport

DemandCapacity imbalance leading to shift from PT

Heavy Road congestiondelays & Pollution

CTS forecastfurther reduction in PT share despite heavy

investments

To improve the chaotic Traffic conditions in Mumbai, Govt. of

Maharashtra therefore decided to Develop Metro Rail Network

to supplement suburban rail services

MMRDA designated as the Nodal Agency for Metro Rail Project


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48% 44% 8%

11 million people travel daily by Public Transport (The share of PT morethan 85%)

Many areas in city and suburbs are not served by rail based system

Rail network expansion failed to keep pace with demand resulting in

severe congestion on road network & Environmental pollution.

Suburban rail traffic increased by 6 times while the capacity increased

by only 2.3 times.

4500 passengers travel per train against the carrying capacity of 1750

resulting in unbearable overcrowding.

Present scenario of transport infrastructure in Mumbai


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National Urban Transport PolicyEncourage public transport

Encourage greater use of public transport enabling the

establishment of quality focused multi modal public transport

systems that are well Integrated providing seamless travel across

modes

Integrate Land use with transport

Encouraging integrated land use and transportation planning sothe travel distances are minimized and access to livelihoods

education and other social needs

Transport to guide development

Incorporating urban transportation as an important parameter at

the urban planning stage rather than being a consequential

requirement.

Provide equitable allocation of space

Bringing about more equitable allocation of road space with

people rather than vehicles as its main focus


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Mumbai Metro Master Plan

MMRDA appointed DMRC in May 2003 to

prepare a Master Plan for Metro System

for Mumbai with proper connectivity to

neighboring areas like Thane, Navi

Mumbai, VasaiVirar etc..

DMRC were assisted by IIT Mumbai & TCS

for Population and Employment forecasts

and for travel demand forecast

The main objective is to provide a mass

transit connectivity to people within an

approach distance of 1 to 2 K.m. & to serve

the areas not connected by existing

Suburban Rail System


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Versova-Andheri-Ghatkopar

Charkop-Bandra-MankhurdColaba Mahim/Bandra

Charkop - Dahisar

Ghatkopar - Mulund

BKC-Kanjur Marg via Airport

Andheri(E) - Dahisar(E)

Hutatma Chowk - Ghatkopar

Sewri - Prabhadevi

Total Length: 146.5 km

Nine Corridors to be

implemented in 3 Phases

Metro Master Plan


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Colaba

Charkop

BandraMankhurd

Kurla

Ghatkopar

AndheriVersova

Line 3: 19.85 km

Colaba Bandra

Implementation period: 2007-12

Total Length :62.79 km.

Line 2: 31.87 km

Charkop-Bandra - MankhurdImplementation period: 2007-11

Line 1: 11.07 kmVersova-Andheri- GhatkoparImplementation period: 2007-2010

Phase I


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Comprehensive Transport Study

for MMR (TRANSFORM).

Several Corridors for Commuter

Rail & Metro network proposed

Metro System 450 kms

Commuter Rail 204 kms

InvestmentRs 1,40,000 Crores

Connectivity to two SEZs, New

Airport and new growth areas

provided.

Trans harbour links to provide

fast access from /to Mumbai.

PROPOSED RAIL/METRO NETWORK 2031


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Present Status

ofPhase - I Corridors


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Versova-Andheri-Ghatkopar Corridor-Line-I

SPV is fully functional

All preliminary works completed

Tender Evaluation work is in progress

Acquisition of Depot landLegal hurdles expected to

be overcome shortly

Work at site to commence after award of contracts

by SPV


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Charkop-Bandra-Mankhurd- Line-II

Prequalification of Potential bidders (1st Stage Complete)

Seven consortia comprising 3 members each short- listed

Technical proposals received

Financial proposals by January/February 2008

Colaba-Mahim/Bandra- Line-III (Underground)

Detailed Project Report finalized; proposal awaiting

Govt. approval.


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Journey So Far-Full of challenges!

Journey aheadno less challenging!

Every stepan experience in itself

MMRDA experiencesome what different as compared to

other Metro Projects

First Metro Project in India being implemented on PPP

format

MMRDA Experience


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CRITICAL ISSUES

(PRACTITIONER'S POINT OF VIEW)


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Critical Issues

Project Financing

Manning of project

Transfer of technology

Planning of Mass Rapid Transit SystemRail Based

Reliability of Traffic forecast

System Selection

Public Transport alternative to personal transport

Tariff fixation for Public Transport


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Project Financing

Infrastructure needs very heavy investment

Metro Rail Projects highly capital intensive

Govt. budgets alone cannot support

Govt of India as such encourages Private Participation

70% of funds for Infrastructure have to come from

Private Investors

Public Private Participation (PPP) format only viable

alternative


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PPP Format of Financing

Bankable projects

Change in mind set

Risk Sharing

Revenue Guarantees

Viability Gap Funding

Policy Frame work

Legal Issues


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Manning of Project

Serious problem next to financing

Lack of technical personnel for rail based projects where

implementing agencies other than railways

Lack of competent consultants

Project planning + implementation is adversely affected

National Urban Transport Policy emphasizes capacity building

Engineers to be trained to man mega projects like metros

Vast pool of retired personnel, orientation in rail-based system

Technical institutes like IITs to take lead


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Manning of Project Contd

Courses in Transport Planning & Engineering more emphasis on

rail based system and Technology

Masters Degree in Rail Technology

Assistance of foreign training Institutions


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Transfer of Technology

Rail Based MRT system requires state of art:-

Signalling & Communication systems for high frequencyservices

Energy efficient & Low lifecycle Cost rolling stock

Advanced fare collection Systems and system/ subsystems

to ensure safety, security, reliability

Imports add to project cost

Joint Ventures with T.O.T needed

Demand for Metro equipments/ systems in on the rise

IITs could take on the role of coordinator between nodal

implementation agencies and potential suppliers

Export potential exists


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Planning for MRTS Systems (Rail -Based)

Capital intensive with long gestation period

Planning to commence much in advance to avoid capacity demand

mismatch

NUTP lays emphasis on public Transport; Should population

growth form the basis to trigger planning for MRT?

Transport Led development or otherwise?

Planners need comprehensive guidance


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Traffic Forecast Reliability

Ridership forecast forms the basis of Planning & System design

Level of service and facilities provided to handle projected traffic

demand

Capital cost, O&M cost depends on above

For the given fare structure ridership determines fare box revenue

Project viability, bankability, mode of financing is based on cash

flows

Implementation Strategy is influenced by mode of financing

More Important for PPP projects

Ridership forecast reliability determines project risk profile

World-wide experience : forecast highly exaggerated


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Traffic Forecast Reliability.. contd

Danish Study of 27 rail based transit projects in 14 countries;90 %

project inflated ridership; actual materialization of traffic < 50%

World Bank study for 19 U.S projects- equally dismal picture

Our experience is no different for Kolkata & Delhi Metro

Serious issue jeopardizing future of several projects especiallyones proposed for PPP format

Implementation agencies do not want to share traffic risk

Private investors seek equitable risk sharing in the form of

guarantees

Need for closer look at entire process of ridership forecast to

improve reliability

Alternative methods for risk mitigation; project restructuring


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System Selection

Several mass transit technologies

Several variations even in a particular system: gauge, traction ,

rolling stock, signaling systems

No data-base for independent techno economic evaluation

No database for O&M aspects

Need for universal data bank to assist decision makers in selection

of appropriate technology

Co-operation/ interaction amongst all agencies

Evaluation of emerging technologies, aggressive marketing;

confused decision makers


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Public Transport

NUTP envisages to promote public transport

Public Transport more sustainable form

Quality of service important for PT as alternative

Pricing & Quality interrelated

Socio-Economic factors control cost recovery policies , complex

issue

Project viability depends on fare structure

Need for innovative approach

For PPP model fare structure is very important to determine

project viability


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Conclusion

Urbanization appears to be an irreversible process

To cater to explosive mobility needs of urban population, Mega

Urban Transport Projects to be implemented on high priority

Govt. of Maharashtra thru MMRDA has initiated necessary steps for

entire MMR

It is exciting to be a part of such initiatives


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Versova-Andheri-Ghatkopar Corridor

Project Overview And Salient Features


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This corridor connects densely populated areas of western &

eastern suburbs and two important suburban railwaystations, one each on Western and Central Railway

High ridership forecast and two-way movement throughout

the day in the most congested (East-West) corridor

Will provide access to MIDC, SEEPZ,

and other commercial areas

VAG ~ Significance of the corridor

Will reduce the journey time from

71 min to 21 min between Versova &

Ghatkopar


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Length of the route : 11.07 km (Elevated)

Car Depot location / Area : D. N. Nagar (13.8 Ha.)

No. of stations : 12 (Elevated)

Minimum ground clearance : 5.5 m

Maximum Gradient : 4.0 %

Minimum Curvature : 100 m

Length of the Platform(6 Coaches) : 135 m

VAG ~ Salient features


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Year Daily Ridership Hourly Ridership PHPD*

2008 4,75,046 38004 17,356

2011 5,13,338 41067 18,580

2021 6,64,703 53176 23,321

2031 8,82,533 70603 30,491

* PHPD Peak Hour Peak Direction (One way peaklink load)

* Fare of Rs. 6.00 (upto 3 km) & Rs. 8.00 (> 3 km and

8 km)

System designed to handle ultimate traffic of60,000 PHPD when Mumbai Metro becomes fullyoperational

VAG ~ Salient Feature

Fi i l d l


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Financial model

Project cost- Rs 2356 Cr

Viability Gap Funding Rs 650 Cr

Equity:Debt 30:70

Total Equity Rs 513 Cr

MMRDA Equity (26%) Rs 134 Cr

Reliance Energy (69%) Rs 353

Veolia Transport (5%) Rs 26 Cr

Debt Rs 1194 Cr

IDBI has completed appraisal process, conveyed in-

principle approval , Financial Closure shortly

VAG S li t F t


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World Class standards for safety and quality of service

Technical and performance specifications as per best

industry practice

Service frequency 4 min to start

Train consist 4 (extendable to 6 )

Capacity of 1200-1500 for 4 Coaches and 1800-2500 for 6

Coaches

Fully air conditioned service

Train operation mechanism inter locked with automatic

closing doors


VAG Salient Feat re


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Audio visual passenger information system in coaches

Modern Rolling stock AC traction (25KV) regenerative

braking , energy efficient,

CATC system with Automatic Train Protection (ATP)

Cab Signaling

Centralized control of Train Operations

Modern welded ballastless track structure and pneumaticsuspension for smooth running quality



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Aesthetically designed 2-level stations with modern

amenities

Escalators & lifts for commuters convenience

Facilities for physically challenged commuters

Access controlled with AFC; smart card tokens for

ticketing

State of art security arrangement

21 min. running time against minimum of 71 min by road



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Metro is bound to change the entire transport scenario ofMumbai

Mumbai Metro project will be the project of the century,

the biggest infrastructure project for the city


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planning for mumbai metro rail project

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