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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 Feature
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
VAG ~ Salient Feature
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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
VAG ~ Salient Feature
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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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