preparation of detailed project report volume i for the ... · october 2018 preparation of detailed...

OCTOBER 2018

Preparation of Detailed Project Report

for the Multi-modal Corridor from

Navghar (Vasai) to Chirner (Panvel)

VOLUME – I:

MAIN REPORT

DDEETTAAIILLEEDD PPRROOJJEECCTT RREEPPOORRTT

DETAILED PROJECT REPORT

Volume-I: Main Report

Multi-modal Corridor from Navghar (Vasai) to Balavali

Phase I - Design Ch. (Km 0.000 to Km 97.000) (Length 97.000)

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CONTENTS

1 INTRODUCTION ............................................................................................ 1-1

1.1 Project Background .............................................................................................................. 1-1

1.2 Scope of the Work ............................................................................................................... 1-2

1.3 Purpose and Contents of Detailed Project Report ................................................................... 1-2

1.3.1 Purpose of Detailed Project Report ........................................................................................ 1-2

1.3.2 Detailed Project Report ........................................................................................................ 1-3

1.3.3 Contents of Detailed Project Report ...................................................................................... 1-3

1.4 Contract Objectives .............................................................................................................. 1-5

1.5 Salient Features of Multi Modal Corridor (MMC). ..................................................................... 1-5

1.6 Corridor Components ........................................................................................................... 1-7

1.7 Upcoming Infrastructure and its Integration with proposed MMC ............................................ 1-8

1.7.1 PROJECT FEATURES: Virar-Panvel Railway Line ..................................................................... 1-9

1.8 Proposed Growth Centres and Special DP area ..................................................................... 1-17

1.8.1 Growth Centres in the influence of MMC .............................................................................. 1-18

1.8.2 Special Planning Area (SPA) ................................................................................................ 1-19

2 TECHNICAL AND ENGINEERING DESIGN ..................................................... 2-1

2.1 Introduction......................................................................................................................... 2-1

2.1.1 Methodology of Error Distribution .......................................................................................... 2-2

2.1.2 Survey Accuracy .................................................................................................................. 2-2

2.2 Topographical Survey ........................................................................................................... 2-2

2.2.1 Reconnaissance ................................................................................................................... 2-2

2.2.2 Traversing ........................................................................................................................... 2-3

2.2.3 Precise Levelling .................................................................................................................. 2-3

2.2.4 Detailed Survey ................................................................................................................... 2-3

2.2.5 Survey Limitations ................................................................................................................ 2-3

2.3 Soil and Material Investigations ............................................................................................. 2-4

2.3.1 Site Sampling & Testing Criteria ............................................................................................ 2-5

2.3.2 Investigation for Borrow Areas .............................................................................................. 2-6

2.3.3 Investigation for Sub-grade Material ................................................................................... 2-10

2.3.4 Result of Investigation ....................................................................................................... 2-10

2.3.5 Result Interpretation .......................................................................................................... 2-12

2.4 Subgrade Soil Investigations ............................................................................................... 2-12

2.5 Hydrology and Drainage ..................................................................................................... 2-15

2.5.1 Study Objective ................................................................................................................. 2-15

2.5.2 Cross Drainage Structure Utilities ........................................................................................ 2-15

2.5.3 Hydrological Data Collection ............................................................................................... 2-17

2.5.4 Methodology Adopted for Discharge Computation ................................................................ 2-19





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2.5.5 Slope- Area Method ............................................................................................................ 2-19

2.5.6 Adoption of Design Discharge for Bridges ............................................................................ 2-19

2.5.7 Waterway for Bridges ......................................................................................................... 2-19

2.5.8 Scour Depth ...................................................................................................................... 2-20

2.5.9 Computation of Afflux ........................................................................................................ 2-20

2.5.10 Bridge Locations Description ............................................................................................... 2-20

2.5.11 Results of Hydrological Study .............................................................................................. 2-20

2.6 Drainage ........................................................................................................................... 2-24

2.6.1 Introduction....................................................................................................................... 2-24

2.6.2 Hydrological and Hydraulic Investigation ............................................................................. 2-24

2.6.3 Types of Drains .................................................................................................................. 2-24

2.6.4 Site Specific ....................................................................................................................... 2-25

2.6.5 Drainage Data ................................................................................................................... 2-25

2.6.6 Rainfall Data ...................................................................................................................... 2-25

2.6.7 Time of Concentration (tc) and Design Rainfall Intensity (Ic) ................................................ 2-25

2.6.8 Runoff Coefficient .............................................................................................................. 2-25

2.6.9 Catchment Area and Time of Concentration ......................................................................... 2-26

2.6.10 Drainage Design ................................................................................................................ 2-26

2.6.11 Components of Drainage System ........................................................................................ 2-27

2.6.12 Tidal Influences on Drainage .............................................................................................. 2-28

2.6.13 HFL Finalisation along the Project Road for Highway Design ................................................. 2-28

2.7 Axle Load Survey ............................................................................................................... 2-29

2.7.1 Survey Stations .................................................................................................................. 2-29

2.7.2 Survey Process .................................................................................................................. 2-29

2.8 Geometrical Standards & Design (Highway & Structure) ....................................................... 2-31

2.8.1 Proposed Design Basis, Standards and Specifications (Road Works) ...................................... 2-31

2.8.2 Design Methodology for Interchanges ................................................................................. 2-43

2.8.3 Services Roads................................................................................................................... 2-46

2.8.4 Embankment & Earth Retaining Structures .......................................................................... 2-47

2.8.5 Traffic Control Devices/Road Safety Devices/ Road Side Furniture ......................................... 2-47

2.8.6 Roadside Safety/ Crash Barrier ........................................................................................... 2-50

2.8.7 Kilometer Stone Details ...................................................................................................... 2-51

2.8.8 200m Stones ..................................................................................................................... 2-51

2.8.9 Delineators and Object Markers .......................................................................................... 2-51

2.8.10 Rumble Strips .................................................................................................................... 2-51

2.8.11 Cross Utility Ducts .............................................................................................................. 2-51

2.8.12 Road Lighting .................................................................................................................... 2-51

2.8.13 Traffic Calming Measures ................................................................................................... 2-52

2.8.14 Utilities .............................................................................................................................. 2-52

2.8.15 Fencing ............................................................................................................................. 2-52

2.8.16 Tolling System ................................................................................................................... 2-53

2.9 Metro Design Standards ..................................................................................................... 2-53

2.9.1 Geometric Design Norms .................................................................................................... 2-53

2.10 Pavement Design ............................................................................................................... 2-54

2.10.1 Review of Design Method for New Construction ................................................................... 2-55

2.10.2 Design Methodology ........................................................................................................... 2-56





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2.10.3 Pavement Design Parameters ............................................................................................. 2-56

2.10.4 Design Traffic (MSA) for Pavement Design .......................................................................... 2-58

2.10.5 Design of Pavement Structure ............................................................................................. 2-59

2.10.6 Rigid Pavement Design ....................................................................................................... 2-60

2.10.7 Pavement Composition for Truck Lay byes ........................................................................... 2-60

2.10.8 Design of Service Roads ..................................................................................................... 2-61

2.11 Preliminary Bridge Designs ................................................................................................. 2-61

2.12 Design Standard for Structures ........................................................................................... 2-62

2.12.1 Design Loads ..................................................................................................................... 2-63

2.12.2 Width of Structure ............................................................................................................. 2-63

2.12.3 Reinforced Earth Retaining Structure ................................................................................... 2-65

2.12.4 Rail Over Bridges ............................................................................................................... 2-65

2.12.5 Rail under Bridges .............................................................................................................. 2-65

2.12.6 Durability and Maintenance ................................................................................................ 2-65

2.12.7 Safety Measure .................................................................................................................. 2-66

2.12.8 Codes and Special Publication ............................................................................................. 2-66

2.12.9 Design Standards and Codes of Practices ............................................................................ 2-66

2.12.10 Proposal of Structures ........................................................................................................ 2-67

2.12.11 Details of Interchanges ...................................................................................................... 2-68

2.12.12 Bridges and Culverts .......................................................................................................... 2-69

2.12.13 Grade Separated Structure ................................................................................................. 2-73

2.13 Design Philosophy .............................................................................................................. 2-75

2.14 Structural Systems ............................................................................................................. 2-75

2.14.1 Structural System for Bridge’s/Flyover’s ............................................................................... 2-75

2.14.2 Structural System for Vehicular/Pedestrian Underpasses ....................................................... 2-76

2.14.3 Structural System for ROB .................................................................................................. 2-76

2.15 Structural Issues ................................................................................................................ 2-77

2.16 Structural Analysis & Design Methodology ........................................................................... 2-83

2.16.1 Design basis & assumptions ................................................................................................ 2-84

2.16.2 Precast PSC I Girder Superstructure .................................................................................... 2-84

2.17 Structures Proposal ............................................................................................................ 2-85

2.18 Traffic Control Devices/Road Safety Devices/ Road Side Furniture ......................................... 2-85

2.19 Signage and Marking .......................................................................................................... 2-85

2.20 Street Lighting ................................................................................................................... 2-85

2.21 Utility Ducts and Cross Ducts .............................................................................................. 2-86

2.22 Landscaping ...................................................................................................................... 2-86

2.23 Utility Shifting .................................................................................................................... 2-86

2.23.1 Details of Utility Shifting & Locations (In General) ................................................................ 2-87

2.24 Tunnel .............................................................................................................................. 2-89

2.24.1 Geometric Alignment, Layout, Dimensions and Profile .......................................................... 2-91

2.24.2 Tunnel Cross Section with Dimensions and Details ............................................................... 2-91

2.24.3 Principles of Design ............................................................................................................ 2-93

2.25 Metro Design ..................................................................................................................... 2-93

2.25.1 Maintenance Facilities ........................................................................................................ 2-95

2.25.2 Multimodal Integration ....................................................................................................... 2-95





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2.25.3 BRTS Stops for Metro ......................................................................................................... 2-95

3 SOCIAL IMPACT ASSESSMENT ...................................................................... 3-1

3.1 Objectives of Social Impact Assessment Study ....................................................................... 3-1

3.2 Likely Impact of the Project .................................................................................................. 3-1

3.3 Land Requirements .............................................................................................................. 3-1

3.4 Project Displaced Structures ................................................................................................. 3-3

3.5 Socio Economic Profile ......................................................................................................... 3-3

3.5.1 Demographic Data for the Project Affected Districts ............................................................... 3-4

3.5.2 Economic Status of Project Affected Districts ......................................................................... 3-4

3.5.3 Social Profile of Project Affected Districts ............................................................................... 3-4

3.6 Stakeholder Consultations and Interactions ........................................................................... 3-4

3.6.1 The main issues discussed in the consultations are stated here under: .................................... 3-4

3.6.2 Outcomes of the Consultations ............................................................................................. 3-5

3.6.3 Recommendations for awareness creation and seeking public co operation ............................. 3-6

3.7 Rehabilitation and Resettlement Strategy .............................................................................. 3-7

3.7.1 Need of detailed Survey ....................................................................................................... 3-7

3.7.2 The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 20I3 ......................................................................................................... 3-7

3.8 Integrated Tribal Development Plan (ITDP) ......................................................................... 3-11

3.9 Gender Mainstreaming ....................................................................................................... 3-11

3.10 Program on HIV / AIDs ...................................................................................................... 3-12

3.11 Social Management Framework........................................................................................... 3-13

3.12 Rehabilitation and Mitigation Methods ................................................................................. 3-13

3.12.1 Income Generation ............................................................................................................ 3-13

3.12.2 Vocational Trainings/Skill Development- .............................................................................. 3-13

3.12.3 Community Development Works ......................................................................................... 3-14

3.12.4 Grievance Readdressed Committee ..................................................................................... 3-14

3.12.5 Land Purchase Committee .................................................................................................. 3-14

3.12.6 Institutional Arrangement and Mechanisms ......................................................................... 3-14

3.12.7 Monitoring and Evaluation .................................................................................................. 3-14

3.13 RAP Implementation Budget ............................................................................................... 3-15

3.13.1 Cost of Resettlement .......................................................................................................... 3-15

3.13.2 Cost of Compensation ........................................................................................................ 3-16

3.13.3 RAP Implementation Budget ............................................................................................... 3-17

3.13.4 Total RAP Implementation Cost .......................................................................................... 3-17

4 ENVIRONMENTAL IMPACT ASSESSMENT ..................................................... 4-1

4.1 General ............................................................................................................................... 4-1

4.2 Objectives of the EIA ........................................................................................................... 4-1

4.3 Scope of Services ................................................................................................................. 4-2

4.3.1 Scope of Environmental Impact Assessment .......................................................................... 4-2

4.4 Scope of Environmental Analysis, Design and Environmental Management Action Plan ............. 4-3

4.5 Environmental Clearance ...................................................................................................... 4-4

4.6 Impacts on Physical Environment .......................................................................................... 4-4





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4.6.1 Impact on Meteorology ........................................................................................................ 4-4

4.6.2 Impact on Physiography ....................................................................................................... 4-4

4.6.3 Impact on Topography ......................................................................................................... 4-4

4.6.4 Impact on Geology ............................................................................................................... 4-4

4.6.5 Impact on soil ...................................................................................................................... 4-5

4.6.6 Costal Regulation Zone Areas ............................................................................................... 4-5

5 PLANNING PARAMETERS AND TRAVEL BEHAVIOR....................................... 5-1

5.1 Demography ........................................................................................................................ 5-1

5.2 Planning Parameters for the TAZ’s ........................................................................................ 5-6

5.3 Travel Behaviour in MMC Study Area ..................................................................................... 5-8

5.4 Vehicle Ownership and Per capita Trip Rates ....................................................................... 5-10

5.5 Trip Pattern Captured at the MMC Catchments: ................................................................... 5-10

5.6 Need for the Study ............................................................................................................. 5-11

5.7 Objectives of the Study ...................................................................................................... 5-11

6 TRAFFIC ANALYSIS ....................................................................................... 6-1

6.1 Traffic Forecast .................................................................................................................... 6-1

6.1.1 Traffic Studies and Demand estimation ................................................................................. 6-1

6.1.2 Traffic Surveys ..................................................................................................................... 6-2

6.1.3 Primary Data Collection ........................................................................................................ 6-2

6.1.4 Travel Demand Model .......................................................................................................... 6-3

6.1.5 Network Model..................................................................................................................... 6-9

6.2 Transport System/Modes/Demand Segments ....................................................................... 6-15

6.2.1 Road Capacity Augmentation .............................................................................................. 6-40

6.3 MMC Interactions with the other Complementary Transport Corridors in the Region ............... 6-41

6.3.1 Vadodara - Mumbai Expressway (VME) ............................................................................... 6-42

6.3.2 Vadodara - Mumbai Expressway (VME) Complementary to MMC ........................................... 6-42

6.3.3 Dedicated Freight Corridor .................................................................................................. 6-43

6.3.4 Dedicated Freight Corridor: Complementary to MMC ............................................................ 6-43

6.3.5 Navi Mumbai Metro Line-1 .................................................................................................. 6-44

6.3.6 Mumbai Trans Harbour Link (MTHL) .................................................................................... 6-45

6.3.7 Panvel-Diva-Vasai-Virar Suburban railway corridor ............................................................... 6-45

6.3.8 MMC interfacing with other Traffic Corridor in MMR .............................................................. 6-45

6.3.9 Systems Selection for the Implementation of Mass Rapid Transit (MRTS) facility in MMC ........ 6-46

6.3.10 Salient Feature of New Metro Policy 2017 ............................................................................ 6-51

6.3.11 System Approach for the implementation of MRTS ............................................................... 6-51

6.3.12 Assumptions while carrying MRTS ridership estimations ........................................................ 6-52

6.3.13 Advantages of Metro System .............................................................................................. 6-52

6.3.14 Consultant’s Recommendation ............................................................................................ 6-54

6.3.15 Recommended Lane Configuration for the Years .................................................................. 6-56

7 PROJECT PHASING ....................................................................................... 7-1

7.1 Project Package Details ........................................................................................................ 7-1

7.2 Project Phasing .................................................................................................................... 7-1

7.3 Cost Estimate (Highway & Structure) .................................................................................... 7-2





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7.4 Metro Cost and Phasing:....................................................................................................... 7-6

7.5 Final Alignment for Metro on MMC ........................................................................................ 7-7

8 FINANCIAL AND ECONOMIC ANALYSIS ........................................................ 8-1

8.1 Assumptions ........................................................................................................................ 8-1

8.2 Costs ................................................................................................................................... 8-3

8.2.1 Land costs ........................................................................................................................... 8-3

8.2.2 Revenue Model .................................................................................................................... 8-3

8.2.3 Tolling ................................................................................................................................. 8-3

8.2.4 Indicators of Financial Analysis ............................................................................................. 8-4

8.3 Results of Financial Analysis ................................................................................................. 8-4

8.4 EPC model ........................................................................................................................... 8-5

8.4.1 Engineering, Procurement and Construction (EPC) Model with Viability gap funding ................. 8-6

8.5 Hybrid Annuity Model ........................................................................................................... 8-8

8.6 Built Operate and Transfer model ......................................................................................... 8-9

8.7 Modified Hybrid annuity Model with World Bank funding....................................................... 8-11

8.8 Suitability Check for the proposed modes ............................................................................ 8-13

8.9 Conclusions ....................................................................................................................... 8-13

8.9.1 Sensitivity Analysis ............................................................................................................. 8-13

8.9.2 Variation in Traffic ............................................................................................................. 8-14

8.9.3 Economic analysis .............................................................................................................. 8-14

8.9.4 Economic benefits .............................................................................................................. 8-15

8.9.5 Economic costs .................................................................................................................. 8-15

8.9.6 Vehicle/passenger time savings .......................................................................................... 8-16

8.9.7 Accident reduction ............................................................................................................. 8-16

8.9.8 Pollution reduction ............................................................................................................. 8-17

8.9.9 Employment generation ..................................................................................................... 8-17

8.9.10 Land Development ............................................................................................................. 8-18

8.10 Economic return analysis .................................................................................................... 8-18

9 SUMMARY RECOMMENDATIONS .................................................................. 9-1

9.1 Traffic Studies ..................................................................................................................... 9-1

9.2 Salient Feature of Economic and Financial Analysis of MMC .................................................... 9-3

9.2.1 Consultants Recommendations ............................................................................................. 9-3





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LIST OF TABLE

Table 1-1: Multimodal Corridor Phasing ............................................................................................. 1-2

Table 1-2: Salient Features of Multi Modal Corridor ............................................................................ 1-6

Table 1-3: MUTP III Project Cost Estimated Work-wise ...................................................................... 1-8

Table 1-4: Details of Population and Employment in Proposed Growth Centres and Industrial Area

influenced by MMC for year 2041 ........................................................................................ 1-19

Table 1-5: Project Road Authority ................................................................................................... 1-19

Table 2-1: List of DGPS Control Points ............................................................................................... 2-2

Table 2-2: List of Feature Codes ....................................................................................................... 2-3

Table 2-3: Criteria for Testing Borrow Area Material & Sampling ......................................................... 2-6

Table 2-4: Summary of Borrow Area Material Testing Results ............................................................. 2-8

Table 2-5: Borrow Area Locations, Lead & Supplier Details ................................................................. 2-9

Table 2-6: Criteria for Sampling ...................................................................................................... 2-10

Table 2-7: Summary of Sub-grade Testing Report ............................................................................ 2-12

Table 2-8: Sub-grade Soil Testing Summary .................................................................................... 2-14

Table 2-9: Summary of Sub-grade Testing Report ............................................................................ 2-15

Table 2-10: Structure on Ponds and Wet Lands ............................................................................... 2-15

Table 2-11: Natural Stream at Chainage 33+650 ............................................................................. 2-17

Table 2-12: List of Balancing Culverts .............................................................................................. 2-17

Table 2-13: Rainfall Data ................................................................................................................ 2-18

Table 2-14: Detailed Hydrological Calculations for Streams and Creeks ............................................. 2-20

Table 2-15: Details Axle Load Survey .............................................................................................. 2-29

Table 2-16: Standard Axle Loads..................................................................................................... 2-30

Table 2-17: Category-wise Vehicle Damage Factors (VDF) at survey locations ................................... 2-30

Table 2-18: Million Standard Axles (MSA) Adopted ........................................................................... 2-31

Table 2-19: Terrain Classification .................................................................................................... 2-32

Table 2-20: Section wise details of ROW ......................................................................................... 2-33

Table 2-21: MMC Design Standards ................................................................................................. 2-34

Table 2-22: Horizontal Curve Length ............................................................................................... 2-34

Table 2-23: Detailed Design Standards for Multimodal Corridor ......................................................... 2-35

Table 2-24: Detail of Typical Cross section for MMC ......................................................................... 2-37

Table 2-25: Loop Design Speed & Minimum Radius .......................................................................... 2-44

Table 2-26: Decision Sight Distance ................................................................................................ 2-44

Table 2-27: Minimum Acceleration and Deceleration Lengths for Entrance and Exit to Expressway with

Flat Grades of 2 Percent or Less ......................................................................................... 2-44

Table 2-28: Deceleration Length Adjustment Factors ........................................................................ 2-44

Table 2-29: Acceleration Length Adjustment Factors for Upgrade and Down Grade ............................ 2-45

Table 2-30: Length of Vertical Curves .............................................................................................. 2-45

Table 2-31: List of Proposed Interchanges ....................................................................................... 2-46

Table 2-32: List of Entry & Exit Ramps ............................................................................................ 2-46

Table 2-33: List of Service Road...................................................................................................... 2-46

Table 2-34: Road Sign Size ............................................................................................................. 2-50





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Table 2-35: Number of Entry and Exit Lanes at Toll plazas ............................................................... 2-53

Table 2-36: Adopted VDF Values for MSA Calculations ...................................................................... 2-57

Table 2-37: Traffic Volumes for different Horizon Years .................................................................... 2-57

Table 2-38: Lane Distribution Factor ............................................................................................... 2-58

Table 2-39: Design MSA For the Project Road .................................................................................. 2-59

Table 2-40: Pavement Composition For the Project Road .................................................................. 2-59

Table 2-41: Pavement Composition for Service Road ........................................................................ 2-61

Table 2-42: Summary of Structure (Numbers) ................................................................................. 2-68

Table 2-43: List of proposed interchanges ....................................................................................... 2-69

Table 2-44: List of Major Bridges (MMC Alignment R12) ................................................................... 2-69

Table 2-45: List of Major Bridges (MMC Alignment R11) ................................................................... 2-69

Table 2-46: List of Major Bridges on Service Road ............................................................................ 2-70

Table 2-47: List of Minor Bridges .................................................................................................... 2-71

Table 2-48: List of Minor Bridges on Service Road ............................................................................ 2-72

Table 2-49: Details of Box Culverts ................................................................................................. 2-72

Table 2-50: List of Box Culverts on Service Road ............................................................................. 2-72

Table 2-51: Details of Crossing Structures ....................................................................................... 2-73

Table 2-52: List of PUP ................................................................................................................... 2-73

Table 2-53: List of Over pass .......................................................................................................... 2-73

Table 2-54: List of Railway Over Bridge ........................................................................................... 2-73

Table 2-55: List of Flyover (MMC Alignment R12) ............................................................................. 2-74

Table 2-56: List of Tunnel (MMC Alignment R12) ............................................................................. 2-75

Table 2-57: IRC 112 Classification of Service Environment ................................................................ 2-78

Table 2-58: IRC 112 Durability recommendations for Service Life of at least 100 years (20 mm

Aggregate), RCC Structures ................................................................................................ 2-78

Table 2-59: IRC 112 Requirements for Concrete Exposed to Sulphate Attack ..................................... 2-79

Table 2-60: Proposed Concrete Grade, Cover to Reinforcement & Other Durability Measures .............. 2-80

Table 2-61:Details of Water Lines ................................................................................................... 2-87

Table 2-62: Details of Affected HT Cables ........................................................................................ 2-88

Table 2-63: Details of Affected LT Cables ........................................................................................ 2-88

Table 2-64: Details of Affected Transmission Towers (Pylons) ........................................................... 2-89

Table 2-65: Selection of Sight Distances .......................................................................................... 2-93

Table 2-66: Sections recommended for Metro by 2031 ..................................................................... 2-94

Table 2-67: Proposed Metro Station along the MMC ......................................................................... 2-94

Table 2-68: BRTS Metro Stop Locations ........................................................................................... 2-95

Table 3-1: Affected Villages, Survey numbers, And Land Details ......................................................... 3-1

Table 3-2: Settlements along the MMC Corridor ................................................................................. 3-2

Table 3-3: Area of Land required ...................................................................................................... 3-2

Table 3-4: Summary of Project Impacts ............................................................................................ 3-2

Table 3-5: Summary of Affected Structures (as per obstacle survey) ................................................... 3-3

Table 3-6: Demographic profile of MMC influence area ....................................................................... 3-4

Table 3-7: Type of Project Affected Property Losses ........................................................................... 3-9

Table 3-8: Entitlement matrix for MMC (Subject to further consultations during execution) ................ 3-10

Table 3-9: Resettlement and Rehabilitation Assistance Budget .......................................................... 3-15





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Table 3-10: Resettlement and Rehabilitation Assistance Budget ........................................................ 3-16



Table 4-1: Summary of Impacted CRZ ............................................................................................... 4-6

Table 5-1: Planning Parameters for strategic TAZs in MMR Base year (2017) ....................................... 5-2

Table 5-2: Demography and employment details across ULBs in MMR ................................................. 5-4

Table 5-3: Planning Parameters for Different Horizon Years ................................................................ 5-6

Table 5-4: Distribution of Mode-wise trips at the MMC Precincts ......................................................... 5-8

Table 5-5: Bus Operational Characteristics operated by BEST, NMMT, TMT, KDMT, MBMT, VVMT and

MSRTC ................................................................................................................................ 5-9

Table 5-6: Person Trip Distribution at the MMC ................................................................................ 5-10

Table 6-1: Traffic Survey Schedules and Locations ............................................................................. 6-2

Table 6-2: PCU Factors Adopted for the Current Study ....................................................................... 6-6

Table 6-3: Classified Traffic Volume Counts (AADT) Captured at the Survey Locations ......................... 6-7

Table 6-4: Vehicle Composition(%) as Captured at the Traffic Count Locations .................................... 6-8

Table 6-5: Model Validation for base year Car Traffic ....................................................................... 6-24

Table 6-6: Model Validation for base year LCV Traffic ....................................................................... 6-24

Table 6-7: Model Validation for base year Truck Traffic .................................................................... 6-25

Table 6-8: Location of Main nodes on the MMC ................................................................................ 6-30

Table 6-9: Traffic on Different Sections of MMC for the year 2021..................................................... 6-35

Table 6-10: Traffic (Number of PCUs) and Metro Section demand for 2021 AM Peak .......................... 6-35

Table 6-11: Traffic on Different Sections of MMC for the year 2031 ................................................... 6-37


Table 6-13: Traffic on Different Sections of MMC for the year 2041 ................................................... 6-39


Table 6-15: Private and Commercial Vehicle Trips for the Horizon Years for AM Peak Hour ................. 6-41

Table 6-16: Desired Lane Configuration of MMC forover the Horizon Cardinal Years for AM Peak Hour 6-41

Table: 6-17: Classified Vehicle Census at Different Toll Plaza on VME ................................................ 6-42

Table: 6-18: Classified Vehicle Census near Chinchoti Phata on NH-8 near to MMC ............................ 6-42

Table 6-19: Traffic Loads on various Transit Corridors in MMC influence area .................................... 6-45

Table 6-20: System Characteristics for the implementation of Mass Transit facility at MMC ................. 6-47

Table 6-21: Evaluation of Mass Transit System for its implementation of Mass Transit facility in MMC . 6-49

Table 6-22: Metro Project Implementation in other Cities of India ..................................................... 6-53

Table 6-23: Summary and Recommendations of the MMC –MRTS Study............................................ 6-55

Table 6-24: Desired Lane Configuration of MMC for the Horizon Years for AM Peak Hour ................... 6-56

Table 7-1: Structural Details ............................................................................................................. 7-1

Table 7-2: Project packaging & Cost under Phase-1 ........................................................................... 7-2

Table 7-3: Cost Estimate Summery of Multi Model Corridor from CH.00+000 to CH.97+000 ................. 7-2

Table 7-4: Cost Estimate (CH.0+000 to CH.23+000) .......................................................................... 7-3

Table 7-5: Cost Estimate (CH. 23+000 to CH.47+700) ....................................................................... 7-4

Table 7-6: Cost Estimate (CH. 47+700 to CH.72+200) ....................................................................... 7-5

Table 7-7: Cost Estimate (CH.72+200 to CH.97+000) ........................................................................ 7-6

Table 7-8: Phasing of Metro .............................................................................................................. 7-7

Table 7-9: Metro Station List............................................................................................................. 7-7





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Table 7-10: Cost of Metro including system ....................................................................................... 7-8

Table 8-1: Summary of Assumptions ................................................................................................. 8-2

Table 8-2: Area & Land Cost Summary (With NHAI) ........................................................................... 8-3

Table 8-3: Toll Rates Proposed ......................................................................................................... 8-3

Table 8-4: Project Revenue .............................................................................................................. 8-4

Table 8-5: Based on EPC Model ........................................................................................................ 8-6

Table 8-6: Based on EPC with VGF Model .......................................................................................... 8-7

Table 8-7: Based on Hybrid Annuity Model ........................................................................................ 8-8

Table 8-8: Based on BOT Model ...................................................................................................... 8-10

Table 8-9: Based on 8.7 Modified Hybrid annuity Model with World Bank funding Model ................... 8-11

Table 8-10: Comparison ................................................................................................................. 8-12

Table 8-11: Results of Various Scenarios tested on Modified HAM Model ........................................... 8-14

Table 8-12: Results of Economic Analysis with and without Project Scenarios .................................... 8-15

Table 8-13: Vehicle Operating Costs for different horizon years........................................................... 8-16

Table 8-14: Travel Time Savings ..................................................................................................... 8-16

Table 8-15: Value of time saving for passengers and commodities .................................................... 8-16

Table 8-16: Accident data ............................................................................................................... 8-16

Table 8-17: Accident Cost Savings .................................................................................................. 8-17

Table 8-18: Economic Costs ............................................................................................................ 8-17

Table 8-19: Savings due to pollution reduction .................................................................................. 8-17

Table 8-20: Revenue generation due to employment generation ....................................................... 8-18

Table 8-21:Generated Marketable Area and its Marker Value ............................................................ 8-18

Table 9-1: Annual Daily Traffic on various regional roads ................................................................... 9-1

Table 9-2: Planning parameters and Traffic on MMC for Different horizon years ................................... 9-2

Table 9-3: Traffic on various transport corridors in MMC influence area ............................................... 9-3

Table 9-4: Project Cost: Total Project is of 97 Km length .................................................................... 9-4

Table 9-5: Financial Models Results ................................................................................................... 9-4

Table 9-6: Economic Analysis ............................................................................................................ 9-5





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LIST OF FIGURES

Figure 1-1: MMC proposed by CTS Study recommendation as Middle Ring ........................................... 1-1

Figure 1-2:Multi-Modal Corridor from Navghar to Alibaug ................................................................... 1-6

Figure 1-3: Proposed Multi Modal Corridor connectivity with Regional Roads........................................ 1-7

Figure 1-4: Proposed Cross Section of MMC ....................................................................................... 1-8

Figure 1-5: Alignment of Virar Panvel Suburban Rail Corridor .............................................................. 1-9

Figure 1-6: Details of MMC Corridor between starting portion ........................................................... 1-10

Figure 1-7: Portion of MMC where MMC is running parallel to suburban railway line ........................... 1-10

Figure 1-8: Mumbai Vadodara Expressway (MVE) and Multi Modal Corridor ....................................... 1-12

Figure 1-9: Details of NHAIs MVE Spur and Multi Modal Corridor ....................................................... 1-13

Figure 1-10: MMC Alignment proposed between Morbe and Karnjade Nodes ..................................... 1-14

Figure 1-11: Revised MMC alignment between Morbe and Karanjade Nodes with shared ROW ........... 1-14

Figure 1-12: Cross section of Multi Modal Corridor and Mumbai Vadodara Expressway ....................... 1-15

Figure 1-13: Details of Morbe Interchange on MMC .......................................................................... 1-15

Figure 1-14: MTHL Alignment connecting MMC at Chinar .................................................................. 1-16

Figure 1-15: Interchange facility at Chiner connecting MTHCL with MMC ........................................... 1-17

Figure 1-16: Map showing Proposed Growth centres ........................................................................ 1-18

Figure 1-17: Bhiwandi Surrounding Notified Area map with MMC Corridor ......................................... 1-21

Figure 1-18: Kalyan-Ambernath taluka - 27 Villages ......................................................................... 1-22

Figure 1-19: NAINA Area, CIDCO .................................................................................................... 1-23

Figure 2-1: Rendered View of Proposed Multi Modal Corridor .............................................................. 2-1

Figure 2-2: Project Road Location & Various Borrow Area Locations .................................................... 2-5

Figure 2-3: Soil Classification ............................................................................................................ 2-6

Figure 2-4: Location wise Plasticity Index .......................................................................................... 2-7

Figure 2-5: Location Wise Maximum Dry Density (MMD) ..................................................................... 2-7

Figure 2-6: Location Wise CBR (%) ................................................................................................... 2-7

Figure 2-7: Sub-grade Soil Classification .......................................................................................... 2-11

Figure 2-8: Plasticity Index ............................................................................................................. 2-11

Figure 2-9: Maximum Dry Density (MMD) ........................................................................................ 2-11

Figure 2-10: California Bearing Ratio (4 Days Soaked) ...................................................................... 2-12

Figure 2-11: Tidal Creek at Chainage 1+625 .................................................................................... 2-16

Figure 2-12: CWC Rainfall Isopluvial Map ........................................................................................ 2-18

Figure 2-13: Typical Corss section of Box Culvert ............................................................................. 2-64

Figure 2-14: Typical Cross-section of Underpass .............................................................................. 2-64

Figure 2-15: Typical Cross-section of Bridge .................................................................................... 2-65

Figure 5-1: Population Densities in MMR (Source: CTS Study 2018) .................................................... 5-5

Figure 6-1: Flowchart of Methodology adopted for Traffic Forecast ..................................................... 6-1

Figure 6-2: Traffic Survey Location Map ............................................................................................ 6-5

Figure 6-3: Internal Zone number as coded in PTV VISUM Base model .............................................. 6-10

Figure 6-4: Links and Nodes as coded in PTV VISUM. Base Model ..................................................... 6-11

Figure 6-5: Base year Network considered for the Travel Demand Modelling ..................................... 6-12





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Figure 6-6: Horizon Year (2021) Network considered for the Travel Demand Modelling. ..................... 6-13

Figure 6-7: Horizon Year (2031) Network considered for the Travel Demand Modelling. ..................... 6-14

Figure 6-8: Transport Modes Defined in PTV VISUM| Base Model ...................................................... 6-16

Figure 6-9: Base Year Public Transport Network as coded in PTV VISUM ........................................... 6-17

Figure 6-10: Trip Purposes as per CTS report 2008 .......................................................................... 6-18

Figure 6-11: Calibrated trip distribution model for CTTS 2008 Report ................................................ 6-18

Figure 6-12: Procedure of the Equilibrium Assignment ...................................................................... 6-19

Figure 6-13: Methodology for Base year model development ............................................................ 6-20

Figure 6-14: Network check window in PTV VISUM .......................................................................... 6-21

Figure 6-15: Link Types as defined in PTV VISUM ............................................................................ 6-21

Figure 6-16: Volume-Delay function as defined in PTV VISUM ........................................................... 6-22

Figure 6-17: Snapshot of the base year network model in PTV VISUM ............................................... 6-22

Figure 6-18: Links with Count Data for matrix .................................................................................. 6-23

Figure 6-19: Assigned network volumes for the base year as in PTV VISUM ...................................... 6-26

Figure 6-20: Developing and evaluating Transport Demand Model Methodology for Horizon Years ...... 6-27

Figure 6-21: Network statistics model year 2021 .............................................................................. 6-27

Figure 6-22: Network model for year 2021 ...................................................................................... 6-28



Figure 6-25: MMC Influence area between nodes 1 and 2 ................................................................ 6-31

Figure 6-26: MMC influence Area between node 2, 3 and 4 .............................................................. 6-32

Figure 6-27: MMC influence Area between node 4, 5, 6 and 7 .......................................................... 6-33

Figure 6-28: MMC influence area between nodes 7, 8 and 9 ............................................................. 6-34

Figure 6-29: Snapshot of the assigned volumes for year 2021 .......................................................... 6-36

Figure 6-30: Snapshot of the Assigned Volumes for Year 2031 ......................................................... 6-38

Figure 6-31: Snapshot of the Assigned Volumes for Year 2041 ......................................................... 6-40

Figure 6-32: Proposed Junctions along DFC ..................................................................................... 6-44

Figure 6-33: Proposed Navi Mumbai Metro Line-1 ............................................................................ 6-44

Figure 8-1: Break-up of Economic Benefits ...................................................................................... 8-19





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1 INTRODUCTION

1.1 Project Background

Mumbai Metropolitan Region Development Authority (MMRDA) is the planning, development, co-

coordinating and implementing agency established to ensure the balanced and sustainable

regional development. MMRDA has prepared Mumbai Urban Transport Project (MUTP) and

updated the same with a follow-up Comprehensive Transportation Study (CTS) with the financial

assistance from World Bank in the year 2008.

One of the main recommendations of the study is to develop Multi-Modal Corridors (MMC) in

MMR to satisfy the varied travel demands of the region well into the future.

MM Corridors have been suggested in areas where new or substantially upgraded road and public

transport demands are shown by the travel demand model. Rather than designate separate

corridors and provide separate ROWs for the roads and Public Transport, a combined Multi-Modal

Corridors are considered and proposed.

One such MMC Corridor is from Virar to Alibaug, also known as the Middle Ring (refer Figure 1-1).

Comprehensive Transportation Study (CTS) : Recommendation

Proposed Multimodal Corridor Outer Ring

Middle Ring

Inner Ring

Figure 1-1: MMC proposed by CTS Study recommendation as Middle Ring

The project corridor is planned to execute in two Phases based on travel demand modelling and

ridership outcomes. Phase 1 starts from Navghar (0+000) and ends at Balavali (97+000) and

Phase 2 starts at Balavali (97+000) and ends at Alibaug (126+860).





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To take up the development of the Corridor, MMRDA has invited bids from Consultants of

International repute. Mumbai Metropolitan Region Development Authority (MMRDA) has divided

Phase I in two parts for carrying out the Detailed Project Report(DPR) through two different

consultants to complete the study in bound manner as indicated in Table 1-1 below.

Table 1-1: Multimodal Corridor Phasing

Phase No

Part No Chainage Consultant Agreement

Date

1

Part 1: From Navghar To Chirner

0+000 to 80+000

M/s Egis India Consulting Engineers Pvt. Ltd., in Joint Venture (JV) with M/s Amiand

Consulting Pvt. Ltd. 3rd June, 2015

Part 2: From Chirner To Balavali

80+000 to 97+000

M/s Monarch Surveyors & Engineering Consultants Pvt. Ltd.

10th August, 2017

2 Balavali To Alibaug 97+000 to 126+860

-NA-

Since the proposed alignment of Multi-Modal Corridor and Mumbai-Vadodara-Expressway (MVE)

are running parallel in City & Industrial Development Corporation of Maharashtra Ltd (CIDCO), it

was decided to combine both the corridor in consultation with National Highways Authority of

India (NHAI) wherein NHAI will develop the corridor from Morbe (km 47.700) to Karanjade (km

65.500) on cost sharing basis.

The DPR including surveys and investigations have been carried out from Navghar (km 0.000) to

Morbe (km 47.700) and Karanjade (km 65.500) to Chirle (km 80.00) and the DPR for km 47.700

to 65.500 is under common alignment with Mumbai Vadodara Expressway for a length of 18 km.

1.2 Scope of the Work

The scope of work for this study is briefly summarized below:

Detailed reconnaissance Survey and identify the traffic movements

Inventory of the corridor for provision of the structures

Traffic surveys, analysis and estimation of demand

Detailed Topographic survey covering all physical features within the proposed ROW (99

m), Geotechnical investigations, Hydrology studies.

Highway, Metro Design and Integration

Detailed design of structures

Interchange design

Social studies and surveys

Detailed costing

Economic and Financial Analysis

Project Structuring

Bidding assistance to the Authority

1.3 Purpose and Contents of Detailed Project Report

1.3.1 Purpose of Detailed Project Report

As per Contract the following reports and documents are to be submitted to MMRDA.





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Inception Report

Report on Alignment with complete Longitudinal plans supported with cross sections

Preliminary Project Report

Report on Strip Plans, tree list and Utility Relocation

Report on Indicative GAD of structures (Bridges, flyovers, ROBs, Underpasses/ overpasses

Tunnels etc.)

Report on Social Impact Assessment

Final Detailed Project Report (DPR) and Technical schedules for appending to VGF proposals

for submission to Govt. of India and documents to be issued to bidders (RFP) for undertaking

project roads in HAM mode

Completion of Services including assistance during Bid Process.

1.3.2 Detailed Project Report

This detailed report contains, inter alia, the scheme and layout of the development of the

highway and the project facilities, preliminary design and costing of project proposal.

1.3.3 Contents of Detailed Project Report

Report layout:

The Detailed Project Report is being submitted in the 12 Volumes. The details of these volumes

are given below:

Volume I: Main report

Introduction and project background

Social analysis of the project

Details of surveys and investigation

Analysis and interpretation of survey and investigation data

Traffic studies and demand forecasts

Designs of Road & Structures

Cost Estimation

Environmental aspects

Economic and Financial analyses and conclusions

Volume II: Design Report

Part 1

Design of road features and pavement composition

Part 2

Design of bridges, tunnels, cross drainage structures

Part 3

Metro system and various components





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Appendix to design Report

Sub soil exploration report including complete details of boring done, analysis and

interpretation of data and selection of design parameters.

Volume III : Materials Report

Review of material investigations by client

Multiple borrow areas identified

Material survey as per IRC: SP: 19

Review of material survey by client

Geo-technical and sub-soil explorations as per IRC: 78

Review of geo-technical and sub-soil explorations by client

Field testing, soil sampling, laboratory testing in accordance with BIS/ AASHTO/ BS

Volume I V : Materials Report

Volume V: Metro System Report

Details of Metro system design for network

Roadway

Vehicle

Services and Operations

Feeder Network & Infrastructures.

Terminals and Parking

ITS and Passenger Information System Traction

System and power supply arrangements

Signaling system

Telecommunication system

Automatic fare collection system.

Rolling Stock and the requirements based on the train.

Operational plan

Track, Depot facilities and Terminals

Volume VI: Technical Specifications

Volume VII: Rate Analysis

Volume VIII: Cost Estimates

Volume IX: Bill of Quantities

Volume X: Drawing Volume

Horizontal Alignment and Longitudinal Profile Cross-section @50m interval along the

alignment within ROW Typical Cross-Sections with details of pavement structure Detailed

Working Drawings for individual Culverts and Cross-Drainage Structures.

Detailed Working Drawings for individual Bridges, Tunnels and Structures.





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Detailed Drawings for improvement of At-Grade and Grade-Separated Intersections and

Interchanges.

Drawings for Road Sign, Markings, Toll Plazas, office-and-residential complex for PIU, and

other facilities.

Schematic Diagrams (linear chart) indicating but be not limited to be following:

a) Scheme

b) Locations of median openings, intersections, interchanges, underpasses, overpasses,

bypasses

c) Locations of service roads

d) Location of traffic signals, traffic signs, road markings, safety features, and

e) Locations of toll plaza, parking areas, weighing stations, bus bays, rest areas, if any.

Drawings for toll plaza, Bus Bays, Parking areas, Rest areas, weighting stations etc.

Drawing showing location of stations on the topographical plans.

Typical layouts for stations shall be prepared

Traffic integration plans for all stations shall be prepared and submitted. The plans will also show

the proposed exit/entry points for the stations.

Volume XI: Civil works contract agreement

Volume XII: Project clearances.

Note: The volumes mentioned above shall be referred separately for each packages.

1.4 Contract Objectives

The main objective of the study is to prepare the Detailed Project Report of the above mentioned

stretches of the corridor along with financial & economic viability.

Specifically, the objectives of the studies are to prepare a proposal for the Project Corridor in such

a manner which ensures:

Enhanced safety of the traffic, the road users and the people living close to the highway.

Enhanced operational efficiency of the highway.

Fulfilment of the access needs of the local population.

Minimal adverse impact on the road users and the local population due to construction.

Feasible and constructible options for the project with least cost options.

Enhanced value proposition to the persons living adjacent to the corridor.

1.5 Salient Features of Multi Modal Corridor (MMC).

The entire alignment is passing through green field areas wherein the terrain is mostly ruling and

partly in hilly terrain. Keeping in view, the Alignment has been proposed based on less land

acquisition, in order to economize the project. The project highway passes through three districts,

Palghar, Thane and Raigad in the State of Maharashtra. Figure 1-2 below shows MMC





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alignment. Salient features of the proposed MMC alignment from Navghar to Balavali are given

below in Table 1-2.

Figure 1-2:Multi-Modal Corridor from Navghar to Alibaug

Table 1-2: Salient Features of Multi Modal Corridor

Particular Detail Particular Detail

Total Length of Project 97 Km Vehicular Underpass 39

ROW 69.5m/99m/126m Pedestrian Underpass 4

Major Bridge 41 ROB 5

Major Bridge (Service Road) 20 Flyover 51

Minor Bridge 27 Metro Station 34

Minor Bridge (Service Road) 11 Box Culvert 19

Interchange 9 Pipe Culvert 3

Over Pass 2 Length of Tunnel (Both Side) (m) 6260





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Figure 1-3: Proposed Multi Modal Corridor connectivity with Regional Roads

1.6 Corridor Components

The major components of the proposed multimodal corridor from Virar to Alibaug are:

• Access Controlled Highway – High-speed signal-free passage for all highway modes with entry and exit only through dedicated interchanges Service Roads.

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• Access the Service Road - Access the land use adjacent to the MMC without interfering

with the highway traffic.

• Metro Rail – Along the median of access controlled lanes

• Bus Rapid Transit (BRT) – Along the access controlled lanes of the multimodal corridor

and the bus stops would align with the metro stations to provide seamless transfers

• Non-Motorized Traffic Lanes. Provision of non-motorised traffic on either side of the road

• Pedestrian Foot Paths and Parking

• Utilities – Corridors for utilities such as water, sewage and gas lines on underground.

The Figure 1-4 below depicts the typical arrangement of MMC corridor components.

Figure 1-4: Proposed Cross Section of MMC

Proposed width of Access Controlled Road = 18 m width on both sides.

Proposed width of Service Road = 7.5m width on both sides.

Proposed width of Metro Corridor = 30 m at centre of Right of way.

Proposed Width of Non-Motorised Traffic and Utilities =5 m width on both sides

Total Right of way = 99 m

Note: Refer Annexure for Typical arrangement of MMC Corridor

The DPR for km 47.700 to 65.500 is under common alignment with Mumbai Vadodara Expressway (MVE) for a length of 17.80 km.

1.7 Upcoming Infrastructure and its Integration with proposed MMC

Indian Railways (IR) and Government of Maharashtra (GoM), through Mumbai Metropolitan

Regional Development Authority (MMRDA), Mumbai Railway Vikas Corporation (MRVC) Ltd. and

the World Bank (WB) are implementing a comprehensive investment plan for improving and

expanding the transportation network of Mumbai. This investment plan being partly funded by

World Bank (WB) is termed as Mumbai Urban Transport Project (MUTP).

The work wise estimated cost of the MUTP III project is as below:

Table 1-3: MUTP III Project Cost Estimated Work-wise

Sl. No.

Name of the work Estimated Total Cost

(INR Crs)

1 New Suburban Railway Corridor Panvel-Karjat 2783

2 New Suburban corridor link between Airoli-Kalwa (elevated) on Central Railway

476

3 Quadrupling of the Virar-Dahanu Road on WR 3578

4 Procurement of Rolling Stock (565 coaches) 3491





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Sl. No.

Name of the work Estimated Total Cost

(INR Crs)

5 Trespass Control on mid-section on Central & Western Railway 551

6 Technical Assistance 69

Total 10,946 ($1.7 billion)

The Upcoming Virar -Panvel railway corridor is running parallel to Dedicated Freight Corridor

(DFC) and has been planned in MUTP phase III. As of now the proposed budget Excluding Virar

Panel Railway corridor is 1.7 billion US Dollars. MUTP III is important because Multi Modal

Corridor is also passing parallel to DFCC & Virar -Panvel Railway line.

1.7.1 PROJECT FEATURES: Virar-Panvel Railway Line

Sl. No. Items PANVEL-VIRAR

1 Route Length 70.17 Km

1 (a) Elevated 16.13 km

1 (b) At Grade 48.503 km

1 (c) Bridge Length 5.537 km

2 Number of Stations 24

2 (a) Elevated 5

2 (b) At Grade 19

1.7.1.1 Alignment: Vasai Diva Panvel Rail

Corridor

Proposed Virar – Panvel Suburban

Corridor along with other Proposed

projects of MUTP is shown in the

following table

1.7.1.2 Analysis of MMC and Vasai Diva

Panvel Rail

As seen in Figure 1-5, the MMC

alignment and Vasai Diva Panvel Rail

corridor is running parallel from Navghar

to Kaman river i.e., for a length of 14.90

Km.

a. MMC crossing the Diva Panvel

Railway line at two locations, one at

chainage 7.100 Km, where MMC is

proposed to be elevated and second

intersected each other at Ch 27.4

Km of MMC. Details are presented in

the following Figure 1-6.

Figure 1-5: Alignment of Virar Panvel Suburban Rail Corridor





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Figure 1-6: Details of MMC Corridor between starting portion

b. Looking to the existing Diva- Panvel Rail Line and traffic analysis, the metro for the

proposed MMC is staring from chainage km 0.00 i.e., Navghar, and running parallel till Katai

Naka Chainage km 31.050, Which means that the rail and metro corridor will run parallel to

each other for a total length of about 4.5 Km (i.e., from Malodi to Kaman) after which both

the corridor are away from each other (refer Figure 1-7).

Figure 1-7: Portion of MMC where MMC is running parallel to suburban railway line

Railway Crossing





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c. The proposed metro for the MMC is conceptualized to be built when the BRTS lane

reaches its maximum capacity. As for the Metro, based on the traffic forecast, BRTS lane

reaches its maximum capacity only in section 1-4 (Navghar to Katai Naka) by 2031; hence

Metro is required for section 1-4 from 2031 onwards. Base on the ridership estimates, the

remaining section warrant for metro by 2036 onwards.

Hence as per the CTS recommendation both the project will be viable and necessary.

1.7.1.3 MMC Metro and Vasai-Diva-Panvel Offer Complementary Transit – and not Compete with Each Other

a. Based on the findings of CTS Study and analysis carried out during the DPR preparation, it is

understood that the Vasai-Diva-Panvel Railway line and proposed Metro on the Multimodal

Corridor actually offer complementary service.

b. As Vasai-Diva-Panvel line is designed to operate from the year 2021, it serves well the

existing development in the fringe of MMR around Vasai, Kharbav, Nilje, Taloja and Panvel

areas. It serves the immediate needs of the region and will continue to operate further.

c. Proposed MRTS along the Multimodal Corridor is specifically planned to cater the needs of

future planned land uses, residential and industrial growth centres and development

potentials. As envisaged in MMR Regional Plan, a multi-centred growth is planned in the

fringes of MMR. Proposed multimodal corridor provides connectivity to these growth centres.

1.7.1.4 Mumbai Vadodara Expressway-Spur

The National Highways Authority of India (NHAI) has been entrusted with the implementation of

Inter-alia, NHDP Phase –VI. The construction of about 400 Km long Mumbai – Vadodara

Expressway is one of the expressways which have been identified for implementation in this

phase. The proposed project road is passing through the states of Gujarat, Dadra & Nagar Haveli

& Maharashtra are 261.4 Km, 5.9 Km and 113.30 Km Respectively.

To divert the traffic from Vadodara to Mumbai Pune Expressway, JNPT and Goa, the Expressway

spur from NH8 to NH4B was also considered as an alternative competing corridor during traffic

assignment. The initial RoW of both corridor MMC and MVE- Spur were following separate right of

Way as shown below:

CIDCO has published the IDP (Interim Development Plan) of NAINA on 13th August 2014. CIDCO

held meeting with MMRDA and NHAI Officials on dt.13th Feb 2015 for resolving the issues

regarding merging of MMC and Spur in NAINA. As NHAI has issued notice for carrying land

acquisition as per their old alignment. As per the various meeting it was in principally agreed that,

the NHAI will terminate their spur at Morbe village and to merge with MMC till Karanjade for a

total length of 18.2 Km and having a common Right of way (ROW) of 126 m. Figures 1-8, 1-9,

1-10 and Figure 1-11 below show the MMC alignments proposed and revised with shared ROW.





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Figure 1-8: Mumbai Vadodara Expressway (MVE) and Multi Modal Corridor





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Figure 1-9: Details of NHAIs MVE Spur and Multi Modal Corridor





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Figure 1-10: MMC Alignment proposed between Morbe and Karnjade Nodes

Figure 1-11: Revised MMC alignment between Morbe and Karanjade Nodes with shared ROW

The typical cross section of Multimodal Corridor (MMC) & Mumbai Vadodara Expressway

(MVE) Spur Line Combined ROW From CH 47.750 To CH 65+500 is as below in Figure 1-12.

MORBE

KARANJADE

MORBE





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Figure 1-12: Cross section of Multi Modal Corridor and Mumbai Vadodara Expressway

The proposed interchange at Morbe is as below (Figure 1-13). The traffic to flow from Vadodara

to Pune needs to switch over at Morbe Junction from MVE to MMC. As well traffic from Goa, want

to move Vadodara need to access from Karanjade.

Figure 1-13: Details of Morbe Interchange on MMC

1.7.1.5 Mumbai Trans Harbour Link (MTHL)

The Mumbai Trans Harbour Link (MTHL) (Figure 1-14), also known as the Sewri-Nhava

Sheva Trans Harbour Link, is an under-construction 21.8 km, freeway grade road bridge

connecting the Indian city of Mumbai with Navi Mumbai, its satellite city. The bridge will begin in

Sewri, South Mumbai and cross Thane Creek north of Elephanta Island and will terminate at

Chirle village, near Nhava Sheva. The road will be linked to the Mumbai Pune Expressway in the

east, and to the proposed Western Freeway in the west. The sea link will contain a 6 lane

JNPT

MVE

MMC

https://en.wikipedia.org/wiki/Mumbai

https://en.wikipedia.org/wiki/Navi_Mumbai

https://en.wikipedia.org/wiki/Satellite_city

https://en.wikipedia.org/wiki/Sewri

https://en.wikipedia.org/wiki/South_Mumbai

https://en.wikipedia.org/wiki/Thane_Creek

https://en.wikipedia.org/wiki/Elephanta_Island

https://en.wikipedia.org/wiki/Nhava_Sheva

https://en.wikipedia.org/wiki/Mumbai_Pune_Expressway

https://en.wikipedia.org/wiki/Western_Freeway_Mumbai





1-16 | P a g e

highway, which will be 27 meters in width, in addition to two emergency exit lanes, edge strip

and crash barrier. The project is estimated to cost Rs.14,262 crore (US$2.1 billion).

Figure 1-14: MTHL Alignment connecting MMC at Chinar

In February 2016, JICA agreed to loan 80% of the total cost of the project to the State

Government at an annual interest rate of 1-1.4%. The MMRDA will bear 1.2% of the project cost,

and the remaining amount will be borne by the State Government. As JICA was unwilling to loan

directly to the state Government, the Union Government stood as a guarantor of the loan. As part

of the agreement between JICA and the State Government, 2 rescue lanes will be added to the

proposed plan for the MTHL, and a 4 km stretch of the bridge will be constructed as a steel-only

structure instead of previous plan to build a cement and concrete bridge. The use of steel on this

stretch will raise the project cost by ₹4000 crores. JICA formally approved the funding agreement

on 9 May 2016, and the MMRDA began the bidding process the following day. The MMRDA

invited request for qualifications (RFQ) for civil construction of three packages - a 10.38-

kilometre-long (6.45 mi) bridge section across the Mumbai Bay and Sewri interchange (₹ 6,600

crore), a 7.807-kilometre-long (4.851 mi) bridge section across Mumbai Bay and Shivaji Nagar

inter change (₹ 4,900 crore) and a 3.613-kilometre-long (2.245 mi) viaduct including

interchanges at SH 52, SH54 and NH 4B near Chirle, Navi Mumbai.

The project requires 130 hectares of land. The City and Industrial Development Corporation

(CIDCO) will contribute 88 hectares. The remaining land is privately owned. In October 2016, the

MMRDA agreed to pay MbPT a total of Rs 1000 crores in instalments over the course of 30 years

as rent for using the MbPT's land for construction of ramps for the MTHL on the Mumbai side.

The MMRDA will receive 27.2 hectares of land on the Sewri side of the MbPT, of which 15.17

hectares will temporarily be used for the casting yard. The MMRDA utilized a drone to carry out

survey work for the MTHL. The drones were fitted with 360 degrees camera that provide up to 3

MTHL

Main Land

Island City

SEWRI

CHIRL

E





1-17 | P a g e

millimetre accuracy. The aerial survey takes less time than a regular survey, achieves greater

accuracy and helps protect against false claims for compensation. Over 1,000 boreholes were

drilled to study the strata.

The MMRDA awarded contracts for the project in November 2017; construction began in April

2018, and is scheduled to complete within four-and-a-half years.

The MMRDA will construct a loop connecting the Eastern Freeway, the proposed elevated Sewri-

Worli road and the MTHL. The loop will be built on a 27-acre plot located east of the Sewri

railway station. The plot was leased for a period of 30 years from the Mumbai Port Trust. The

loop consists of two lanes branching out from the MTHL and linking with the Eastern Freeway,

the proposed elevated Sewri-Worli road, and the existing at-grade Messant Road. The Coastal

Road intersects the proposed 4.25 km Sewri-Worli road on Worli Seaface providing additional

connectivity. MMRDA has also decided to provide connectivity of MTHL to the Proposed Multi

Modal corridor at Chirner shown in Figure 1-15 below.

Figure 1-15: Interchange facility at Chiner connecting MTHCL with MMC

1.8 Proposed Growth Centres and Special DP area

There are 12 growth centres identified for future development in MMC region which are namely:

Virar industry, Vasai Growth centre, Angaon industry, Sape Industry, Kharbao Growth Centres,

Nilje Growth Centres, Taloja Industry expansion, Shedung Growth centre, Khopta Industry,

Khalapur industry, Amba Industry identified for future development. Figure 1-16 below shows the

growth centres in the vicinity of MMC.





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Figure 1-16: Map showing Proposed Growth centres

The proposed Multimodal Corridor from Navghar to Balavali passes through 6 growth centres

in MMR such as Vasai Growth Centre, Kharbao Growth Centre, Nilje, Taloja Industry Expansion,

Shedung and Khopta Industry. The growth areas are identified for future development. The

growth areas will comprise total population of about 14.509 million with an employment

generation of 5.844 million by the year 2041. These growth areas are expected to witness

continuous and rapid development in residential, commercial and industrial activities.

1.8.1 Growth Centres in the influence of MMC

Details of growth centres proposed in the vicinity of MMC are listed in the following Table 1-4.





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Table 1-4: Details of Population and Employment in Proposed Growth Centres and

Industrial Area influenced by MMC for year 2041

Sl.

No Growth Centre District

Population

in Million

Employment in

million Area (sq.km)

1 Vasai Palghar 1.467 0.321 6.18

2 Kharbav, Bhiwandi Thane4 0.978 0.214 13.08

3 Nilje, Kalyan Thane 2.017 0.809 10.83

4 Taloja Industry Expansion Raigad 4.047 2.10 4.20

5 Shedung, Panvel Raigad 2.500 1.00 1.80

6 Khopta, Industry

Expansion Raigad 3.540 1.4 4.14

Total 14.509 5.844 40.23

Major lands along the MMC are agricultural lands and green field lands with low density

development. Major residential or commercial developments are located beyond 5 km to 7 km

influence zone. MMC passes through four notified Development Plan (DP) area i.e. Bhiwandi

Surrounding Notified Area (BSNA), 27 villages- Kalyan, Ambernath, Kulgaon-Badlapur and

Surrounding Notified Area (AKBSNA) and Navi Mumbai airport influence notified area (NAINA).

Section-wise description of the land uses and land profile of the project area has been provided

separately in following Table 1-5.

Table 1-5: Project Road Authority

Start Chainage

End Chainage

DP Area Location Length (km)

Panning Authority

0.000 13.550 MMR Navghar to Dunge 13.550

MMRDA 13.550 33.820 DP (BSNA & 27

villages) Dunge to Hedutane 20.270

33.820 39.270 AKBSNA Hedutane to Badhanwadi 4.450

39.270 47.750 NAINA Badhanwadi to Morbe 8.480 NAINA

47.750 66.00 CIDCO Morbe to Karanjade 18.250 NHAI/ CIDCO

66.000 80.000 CIDCO Karanjade to

Pushpaknagar to Chirner 14.000

CIDCO

80.000 97.000 NAINA Chirner to Balavali 17.000 CIDCO/ NAINA

Total Length (Kms) 97.000

1.8.2 Special Planning Area (SPA)

The length of 20.270 km was under various SPA published by MMRDA for BSNA & Kayla-

Ambernath.

The Govt. of Maharashtra by its Notification dated 9th Aug., 2006 (published in Govt. Gazette on

7th Dec., 2006) appointed MMRDA as ‘Special Planning Authority' for 27 villages from Kalyan and

Ambarnath Talukas of Thane District. MMRDA after completing all statutory procedure stipulated

under the Maharashtra Regional and Town Planning Act (M. R and T. P.) 1966, submitted the

Draft Development Plan to the Government for sanction on 14th Dec.2012 u/s of 30 (1) of the

Act. The Government by its Notification no. TPS-1212/1697/CR No.101/13/UD-12, dt.11thMarch,

2015 (published in Maharashtra Govt. Gazette on 13th March, 2015) has partly sanctioned the

Development Plan for this Notified Area in accordance with section 31 of M. R and T. P. Act,

1966. Thereafter, the Govt. by its Notification no. TPS-1216/CR No.240/16/UD-12, dt.9th May,





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2017 & subsequent corrigendum dtd.13th June 2017 and Notification dtd.3rd June 2017 has

sanctioned Excluded Part (EP) of Development Plan for the said Notified Area (Except EP-24 & EP

125).

And on 17th March, 2007 (Published in Govt. Gazette on 19th April, 2007) SPA for Bhiwandi

Surrounding Notified Area (BSNA) on which includes the area of 51 villages (revised 60 villages)

from Bhiwandi Taluka of Thane Dist. Being SPA for BSNA, MMRDA has prepared and submitted

the Draft Development Plan to Government for sanction on 21st December, 2012 u/s 30 (1) of

the Act. The Draft Development Plan prepared after following all statutory procedure stipulated

under the MR&TP Act, 1966 was submitted to the Government for sanction on 21st Dec., 2012

u/s of 30 (1) of the Act. The Government by its Notification no. TPS.1212/1699/C. R.

No.127/2013/UD-12, dt.11th March, 2015 (published in Maharashtra Govt. Gazette on 13th

March, 2015) has sanctioned the Development Plan for this Notified Area and some part has been

republished as Excluded Parts (EP) for inviting suggestions and objections from the public in

accordance with section 31 of MR&TP Act, 1966. Further, the Government by its Notification No.

TPS-1216/1169/C. R.162/16/UD-12, dated 4th November, 2016, No. TPB.1216/1169/CR-

162/16/UD-12, 10th March, 2017, No. TPS.1216/2874/CR-366/16/UD-12, dated 24th March, 2017

and subsequent Corrigendum vide Notification No. TPS-1216/1169/ C. R.162/16/UD-12, dated

13th June, 2017.

As per all both DP publication MMC corridor was already included in both SPA. So area for project

was already reserved in MMRDA DP planning.

1.8.2.1 Bhiwandi Surrounding Notified Area (BSNA):

20.140 Km length are covered in BSNA & 27 village DP area. The Bhiwandi Surrounding Notified

Area (BSNA) consists of 60 villages surrounding the municipal boundary of Bhiwandi Nizampur

City Municipal Corporation (BNCMC). Bhiwandi became the leading producer and supplier of

cotton cloth in the country. In addition, due to its proximity to Mumbai and Thane and availability

of cheap land or rent, godowns and warehouses started developing along the old Agra road. The

Rail connection between Vasai and Diva serving Bhiwandi also promoted the growth of godowns

/warehouses in Bhiwandi and BSNA. Therefore, due to BSNA's highly commercial potential in

terms of being a hub for logistics, warehousing and industries, combined with its proximity to

Thane & Mumbai and connectivity through major corridors, it was necessary to ensure a planned

development of this region.

The Govt. of Maharashtra by its Notification dated 17th March, 2007 (Published in Govt. Gazette

on 19th April, 2007) appointed MMRDA as ‘Special Planning Authority' (SPA) for Bhiwandi

Surrounding Notified Area (BSNA) which includes the area of 51 villages (revised 60 villages) from

Bhiwandi Taluka of Thane Dist. Being SPA for BSNA, MMRDA has prepared and submitted the

Draft Development Plan to Government for sanction on 21st December, 2012 u/s 30 (1) of the

Act.

BSNA consisting of 60 villages admeasures approximately 144 Sq. km. And is strategically located

due to its proximity to Mumbai & Thane. It is bounded by natural features like rivers, creeks, hills

and ridges on all sides. BSNA has good road linkages with the major settlements through National

Highways and State Highways. The major nearest railway stations for BSNA are Kalyan and

Bhiwandi. The proposed MMC may increase the connectivity in this area. Considering the existing

built-fabric of BSNA and its characteristics, the major zones in this SPA are Residential Zone,





1-21 | P a g e

Commercial Zone, Industrial Zone, No Development Zone. Further, taking the fundamental aspect

of BSNA's characteristic as being that of a hub for Logistics, warehousing and Industries, an

entirely new zone called Transport Hub & Logistics Park Zone has been introduced in the

development plan for BSNA to promote large scale developments of Warehousing, Storage,

Logistics and Industries. Land use map of BSNA along with MMC corridor is shown in the

following Figure 1-14.

Figure 1-17: Bhiwandi Surrounding Notified Area map with MMC Corridor

IN BSNA MMRDA is executing Infrastructure Development works such as construction of roads,

fly-overs and bridges along with the proposed Metro Rail line and proposed Multi-modal Corridor

1.8.2.2 Kalyan-Ambernath taluka (27 Villages)

The Draft Regional plan of MMR has identified four no. of growth Centres within the MMR region.

The Growth centres are envisaged as integrated complexes with opportunities for office sector

employment, research and development, educational and recreational facilities and the necessary

housing and infrastructure. These Growth centre are proposed at locations that are served by Rail

as well as Road networks.

The Growth Centre at Kalyan Taluka is one of the four Proposed Growth Centres identified as per

the Draft Regional Plan of MMR. This Growth Centre envisages to create employment





1-22 | P a g e

opportunities, better infrastructure in this area and connectivity with suburbs of Thane, Kalyan

and Dombivali.

MMRDA in its 138th Authority Meeting held on 26/08/2015 vide Resolution No.1340 has granted

In-principle Approval to develop growth Centre in Kalyan Taluka (area approx.1089 Ha.) through

implementation of Town Planning Schemes (TPS). Proposed Growth Centre consists of Villages

Bhopar (Pt), Sandap, Usarghar (Pt), Gharivali (Pt), Mangaon (Pt), Hedutane (Pt), Kole, Katai (Pt),

Nilaje (Pt) and Ghesar (Pt) admeasuring approximately 1089 Ha.

Proposed Growth Centre is located within Kalyan-Dombivali Municipal Corporation and near Thane

Municipal Corporation & Navi Mumbai Municipal Corporation. Major land parcels in the proposed

Growth Centre are vacant which have development potential. Proposed Growth Centre has good

road linkages. State Highway 40 and State Highway 43 (Badlapur Pipeline road) are passing

through the growth centre. Also Dedicated Freight Corridor (DFC) and Multimodal Corridor (MMC-

Alibaug to Virar) are passing through Growth Centre. Proposed MMC junction will also be inside

the growth centre. Nilje Railway Station is the nearest Railway Station to the proposed Growth

Centre. Following Figure 1-13 shows land use map of 27 villages in Kalyan-Ambernath taluka

along with MMC Corridor

Figure 1-18: Kalyan-Ambernath taluka - 27 Villages





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1.8.2.3 NAINA CIDCO

Govt. of Maharashtra vide notification dated 10-1-2013 appointed CIDCO as Special Planning

Authority under section 40 (1) of MR & TP Act, 1966 for area admeasuring 560 sq. km.

Comprising 256 villages of Raigad District and 14 Villages of Thane District. Subsequently

Government of Maharashtra reduced the project area to 461 sq. km. Comprising 224 Villages.

Figure 1-16 below shows NAINA area.

Figure 1-19: NAINA Area, CIDCO

NAINA enjoys proximity of Navi Mumbai and has influence of Navi Mumbai International Airport

(NMIA), JNPT (Jawaharlal Nehru Port Trust), and proposed transport corridors viz. Multi Modal

Corridor, Mumbai Trans Harbor Link (MTHL), Dedicated Freight Corridor (DFC), SPUR, etc.

The estimated infrastructure cost for IDP-I is approx.7700 crores. Since CIDCO is committed to

invest upfront the above cost towards infrastructure development, the success of the project is

wholly dependent on the revenue from the development and sale of growth centre lands by





1-24 | P a g e

CIDCO. The sale of growth centre lands shall be the source of revenue for developing the

infrastructure. All lands within the Growth centre shall vest with CIDCO. The land owners cannot

develop land within the growth centre. However, NAINA schemes lying partially within growth

Centre and partially outside, are eligible by giving the lands under growth centre to the project.





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2 TECHNICAL AND ENGINEERING DESIGN

2.1 Introduction

This chapter covers the methodology of detailed topography survey of Multimodal Corridor

from Navghar (NH8) to Balavali (NH17). The collection of the existing topographic features to

the required degree of accuracy was an important activity for the successful design of the

proposed green field multimodal corridor. The alignment route is identified contemplating the

existing surface area and elevated design wherever necessary utilizing to the maximum

extent of barren, uncultivated and no man land. The Topographical Survey was conducted

covering complete proposed ROW of 100.00 m in Section from Navghar to Morbe and

Karajande to Balavali and ROW of 126.00 m in Section from Morbe to Karajande and 10 m

strip of private area has been also surveyed on both side of proposed ROWs, wherever it

found feasible.

The MMC corridor is proposed to be developed metro corridor in the median and one

dedicated BRTS lane on either side of the adjacent to metro corridor and four lanes

expressway on either side of the median adjacent to BRTS as per the traffic requirement.

Also service road, Footpath and Utility corridor is proposed on either side. Rendered view of

the MMC corridor is shown in the following Figure 2-1.

Figure 2-1: Rendered View of Proposed Multi Modal Corridor

A survey team led by the Team Leader, conducted a reconnaissance survey along the

corridor to study and find out any bottlenecks to be tackled during the field work.

Topographical survey team headed by a Manager level officer was deputed to ensure the

quality and progress of work.





2-2 | P a g e

Monitoring of day to day survey progress and quality was done to ensure the collection of all

ground features as per scope of work.

The survey work was carried out for sections between Navghar – Dunge – Morbe (From Ch

00+000 to CH 48+000) and Sangade –Chirle-Balavali (From Ch 6+000 to 097+000) along the

Base Alignment. Survey Methodology

For maintaining high precision in picking up maximum details in available time, the

coordinates for the traverse points were fixed by using the GPS Trimble R6 DGPS (Global

Position System) between Navghar to Chirner at interval of 2.5 Km and closed traversing was

carried out between GPS point by using Total station (with one second accuracy) and Auto

levels (with 1 mm accuracy) for levelling works. The GPS station fixed with the help of DGPS

are tabulated in Table 2.1.

Table 2-1: List of DGPS Control Points

S. No.

Point Id Northing

(M) Easting (M)

Elevation (M)

Description/Section

1 CH0000GPS 2140654.266 278630.872 8.699 Mumbai-Ahmadabad Highway (NH-8)

2 CH0000TBM 2140779.487 278679.150 6.371 Mumbai-Ahmadabad Highway (NH-8)

3 CH3300GPS 2139201.389 281475.704 23.850 Kaman Railway Station

4 CH3300TBM 2139078.485 281799.123 25.881 Kaman Railway Station

6 CH6600GPS 2136825.624 283965.678 12.265 Nagale Village Road

6 CH6600TBM 2136885.661 283934.740 12.022 Nagale Village Road

7 CH1020GPS 2135358.836 287293.131 14.593 Road To Banglapada Pada Village

8 CH1020TBM 2135480.476 287442.259 3.639 Hill Top Behind Banglapada Pada Village

9 CH12950GPS 2134170.314 289526.959 5.768 Near Kharbao Village Crematory

10 CH12950TBM 2134270.851 289567.566 20.888 Hill Top Near Kharbao Village

11 CH19050GPS 2129387.98 290425.988 10.468 On Thrust Block BMC Water Pipeline

12 CH19050TBM 2129470.104 290657.172 9.675 On Thrust Block BMC Water Pipeline

13 CH22000GPS 2127151.930 292143.305 8.894 On Thrust Block Near Mumbai - Nashik Highway/Near BMC Water Pipeline &

Service Road

14 CH22000TBM 2127231.008 292268.384 5.315 Mumbai - Nashik Highway

15 CH28050GPS 2123744.958 296881.137 2.672 Near Bhopargaon

16 CH28220GPS 2123536.554 297085.653 5.808 Near Bhopargaon

17 CH28150TBM 2123621.730 297076.233 3.380 Near Bhopargaon

18 GPS19 2120849.289 299524.739 10.709 Katai-Ambernath-Badlapur Road

19 TBM 2120864.198 299339.274 9.126 Katai-Ambernath-Badlapur Road

20 TBM 2120864.198 299339.274 9.126 Katai-Ambernath-Badlapur Road

21 CH37250TBM 2116572.078 302631.125 20.849 Taloja Byepass Road Near Pali Village

22 CH37250GPS 2116719.207 302603.115 20.183 Taloja Byepass Road Near Pali Village

23 CH39550GPS 2115163.696 304380.194 30.652 Nitlas Road

24 CH39550TBM 2115147.688 304397.922 29.376 Nitlas Road

25 CH44000TBM 2111153.331 305388.789 21.830 44/000

26 CH44000GPS 2111174.259 305453.212 21.021 44/000

27 CH45750GPS 2110250.539 307031.232 27.696 Chinchavali Road

28 CH45750TBM 2110195.101 307014.018 27.748 Chinchavali Road Top on River Bridge

29 GPS1 2097265.391 305388.138 20.768 61/500

30 TBM 247 2097245.396 305511.991 18.917 61/500

31 GPS2 2096900.998 303205.587 15.388 63/750

32 TBM 256 2096822.843 303200.423 14.793

33 GPS3 2097753.253 306664.626 16.082 61/150

34 TBM 246 2097574.084 306772.064 16.941 61/500





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S. No.

Point Id Northing

(M) Easting (M)

Elevation (M)

Description/Section

35 GPS4 2098333.466 307245.812 15.792 59/310

36 TBM 238 2098348.832 307230.029 15.792 59/310

37 GPS5 2102719.477 307866.590 27.116 54/680

38 TBM 220 2102667.827 307906.501 27.363 54/680

39 GPS6 2103748.199 308438.419 31.970 53/480

40 TBM 215 2103715.200 308321.529 30.719 53/480

41 GPS7 2104438.964 308657.827 32.930 52/700

42 TBM 212 2104347.814 308583.660 31.658 52/700

43 GPS8 2104825.847 308736.988 33.501 52/300

44 TBM 210 2104852.745 308728.909 33.463 52/300

45 GPS9 2105945.049 308948.413 39.659 51.150

46 TBM 206 2105992.728 309007.765 40.420 51/150

47 TBM 252 2096889.427 302209.907 17.898 64/680

48 GPS10 2096970.621 302289.495 15.513 64/680

49 GPS11 2098036.247 301459.896 15.100

50 TBM 265 2097879.282 301370.284 17.267

51 GPS13 2099010.112 297419.978 12.064 70/500

52 TBM 283 2098970.565 297393.190 11.547 70/500

53 GPS12 2099300.531 299418.583 26.502 68/470

54 TBM 275 2099425.713 299555.122 23.669 68/470

55 GPS14 2098268.682 297022.737 9.694 71/400

56 TBM 287 2098300.442 296988.443 10.096 71/400

57 GPS15 2097367.028 295551.418 40.677 73/220

58 TBM294 2097319.277 295568.124 41.414 73/220

59 GPS17 2094493.040 293835.453 7.443 77/270

60 TBM310 2094543.754 293825.221 8.240 77/270

61 GPS18 2093251.124 293009.629 3.928 Chirner Road

62 TBM316 2093219.582 293079.910 4.086 Chirner Road

63 G1 2083218.581 295053.075 3.709 Sai Fhata - Kelvane Road

64 G2 2083132.746 294939.443 3.746 Sai Fhata - Kelvane Road

65 G3 2087569.112 293600.216 3.791 Chirner - Kalambusare Road

66 G4 2087586.042 293601.799 3.583 Chirner - Kalambusare Road

67 G5 2088389.659 293812.928 4.313 Bhom - Mothijui Road

68 G7 2088412.612 293673.782 3.962 Bhom - Mothijui Road

69 G8 2090255.275 293618.171 4.920 Vindhane-Borkhar Road

70 G9 2090218.715 293518.884 3.108 Vindhane-Borkhar Road

71 G10 2081029.643 296657.988 5.159 Bandar Rave Road

72 G13 2080920.759 296644.778 8.991 Bandar Rave Road

73 G14 2078049.513 299456.330 32.569 Ambivali Road

74 G15 2078082.444 299722.479 22.161 Ambivali Road

75 G16 2076871.388 299293.912 25.220 Shitole Village Road

76 G17 2076815.358 299361.676 24.110 Shitole Village Road

The survey covered road/rail track and all natural and manmade features and take-off points

of all utilities, natural streams, existing roads, road furniture etc. with the proposed ROW The

list of features collected & codes used for each feature is shown in Table 2-2.

Table 2-2: List of Feature Codes

S. No. Feature Description Code

1 Bridge BR

2 Tree TR

3 Building BLD


4 Structure STR

5 Compound Wall CW

6 Steel Fence FC





2-4 | P a g e


7 Road Edge RE

8 Bitumen Road BT

9 Kucha Road WBM

10 Traffic Sign TS

11 Nalla NL

12 River RI

13 Invert Level IL

14 Temple TE

15 Creek CRE

16 Mangross MG

17 Factory STR

18 Underpass UP

19 Safetic tank ST

20 Lamp post LP

21 Culvert CUL

22 Well WL

23 Railway Track TK

24 Tower TL

25 Water Tank WT


26 Base Base

27 Control Station S1

28 Pond PO

29 Divider DIV

30 TBM TBM

31 Drain DRN

32 Median MD

33 Gate GT

34 Transformer TL

35 Total Station TOS

36 Cross Drain CD

37 Chember CHE

38 Thrusblock THB

39 Toll TOL

40 Grass GS

41 Pier PI

42 Station STN

43 Bore Hole BH

The ground survey work was done in detail covering all items, detailed in the Scope of work

using the latest survey instruments like Trimble DGPS, Trimble Total station instrument, Auto

level and Digital level instruments. The survey drawings were prepared in Auto CAD in

DWG/DXF format.

Topography Survey Work was divided into following activities:

a) Fixing the Control Points using DGPS

b) Traversing and calculation of closing error

c) Levelling including fixing of bench marks

d) Detailing of ground features and plotting the same in AUTO Cad

e) Site verification by the agency

f) Complete verification of all above data/drawings by Egis Engineers

2.1.1 Methodology of Error Distribution

In Traversing:

Linear correction of any side = Closing error X length of that side/perimeter of traverse

Check for Angular Work:

The sum of interior angles= (2n-4) 90°

The sum of exterior angles= (2n+4) 90°

Where n=no. of sides of the traverse

In Levelling:

Proportionate distribution of error to the stations.

Arithmetical check:

∑ BS - ∑FS = ∑ RISE - ∑Fall = Last R. L – First R. L.

The Permissible error in levelling is 6 mm / Km.





2-5 | P a g e

2.1.2 Survey Accuracy

Linear measurement accuracy was 4 cm per Km.

The Northing and Easting obtained by GPS coordinates used for survey detailing.

The closed traverse was run in between these GPS stations by using Total Stations to

establish secondary traverse station, and the same were downloaded into the computer to

convert the same data in Autocad-2015 format.

Detailed topographical survey was carried out with the help of these traverse stations and

final preparation of the survey map of the area. Survey plotting was carried out in the office

simultaneously with the field work.

The plotted sheets were taken to the site for verification to ensure that no details or structure

was left out. Necessary modifications to the drawings were made and then final prints were

taken from the plotter at 1:1000 scale. The entire proposal, the mode of alignment and

location of proposed stations is being designed with help of AutoCAD Civil 3D Software.

Temporary bench marks were established as directed by the engineer-in-charge.

2.2 Topographical Survey

The topographical survey was carried out based on the proposed alignment Centre Line (PCL), in

between DGPS Control Stations along the alignment. The topographical survey was carried out

using Total Station. The survey was generally aimed at collecting the details regarding the

following:

Existing features

Elevation of project road with respect to GTS

Obstructions / constraints in existing Road.

The Survey was carried out in the following sequence.

Pillar Construction

DGPS Control Points Fixing

Total Station Traverse

Levelling

Detailed Survey

Longitudinal and Cross Sections

Ground Verification

Mapping

2.2.1 Reconnaissance

Before starting the topographic survey, MCC "Base Alignment" was marked on Google Earth.

The survey teams with engineers have done reconnaissance survey to familiarize the route

alignment and identification of the location for fixing the control traverse points and TBMs

location. The constraints likely to be encountered during survey work were also identified. There

were very limitations while developing control systems such as local protest, dense forest and

vegetation, waterlogged areas, paddy farms and snakes and crocodiles.





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2.2.2 Traversing

76 Nos. of DGPS points were established with the help of GPS between Navghar and Chirle &

Balavali (JNPT). The traverse points between these GPS traversing stations were established by

running closed traverse with the help of Total station in sections where physically accessible.

2.2.3 Precise Levelling

Levels of control traversing stations were established by using digital level. TBMs for the entire

route alignment were established every 0.50 km (average) by Double territory method and fixed

on available permanent structures along the route alignment. The Levelling was carried out by

using precision digital level with accuracy of ±6 K. Reduced levels of all traverse stations and

permanent control points were also taken with respect to TBMs.

2.2.4 Detailed Survey

Based on the ‘Easting’ & ‘Northing’ values arrived by the Traversing and Elevation by Precise

Levelling, detailed survey was carried out along the Base Alignment during month of July -

Aug 2015.

The survey covered road/rail track showing important structures all the bye lanes, footpaths,

dividers/central verges, roads, railway tracks, trees, manholes and other structures, Nallahs,

Storm water drains, H.T., L.T., Transmission lines, bridges, ROBs/RUBs/FOBs with type and

spans, ponds, HFL and bed level of streams/Nallahs, level crossing with their type, traction

masts, signal posts, etc. Spot/ Ground levels were taken at 30.0 m intervals in longitudinal

and 5.0 m in traverse direction and at sudden change of levels and other features etc., as

decided by the Engineer-in-charge.

Details of built-up areas including setbacks from building line / boundary wall, utility services

such as electric lines, telephone lines, HT lines and overhead crossings, manholes details,

vertical clearance of overhead utilities etc. were taken and marked on the drawings.

Location of approach roads, main roads, lanes showing road/lane name, carriageway,

footpaths, central verge, drains and the widths of all the main and approach roads and at

locations where there is a sudden change in widths of roads were measured physically and

marked on the drawings.

Details of Diva Panvel Railway tracks along the proposed MMC alignment including take off

points, major and minor bridges and culverts were taken.

Details of Religious structures such as temples, Gurudwaras, Mosques, Churches, and

Monuments, tombs etc., clearly marking the MMC boundary all along the corridor and giving

cross reference of these structures with reference to the MMC boundary were taken.

2.2.5 Survey Limitations

The invert levels of natural streams and rivers were collected to the possible extent. Since the

survey was done in monsoon period there were limitations in accessing waterlogged and

dense vegetation areas as there were crocodiles and snakes were identified while conducting

the survey.

There were also limitations from local people protesting against proposed development of

Multimodal Corridor and asking for compensation policy details.





2-7 | P a g e

The exact location of residential and commercial structures were not possible due to strong

exception from their owners. The village boundary was picked up to show residential

settlement extension within MMC ROW.

The GPS stations normally fixed on existing roads, culverts, bridges and other permanent

structures near prominent landmarks to facilitate easy identification later on. All GPS stations

were not possible to fix within farms and wetlands near or within proposed ROW as they

could be easily removed or displaced due to farming activities. Some of the GPS stations were

fixed near villages and within farms has to be preserved from people protesting against

development of MMC Corridor.

The levels in dense forest, water logged areas, dense vegetation could not be picked due to

access limitations hence used secondary data from Google Pro Engineering for Digital Terrain

Model for Profile Design

Few locations fall either in proposed development packets, stone quarries or in farms where

existing terrain has gone through various changes due to development works. Therefore, the

details during survey in Aug 2015 and present details couldn’t be matched or there would be

variation quantities.

There has been lot of building developments within proposed corridor. There would be

difference in number of structures during survey and present time of project execution.

2.3 Soil and Material Investigations

Suitable construction material such as embankment material and subgrade material, granular

sub-base material investigations form an essential part of studies conducted for identification of

potential sources with minimum lead and easy approach to the construction site. The study

involves assessing the requisite quantity available in respect of estimated quantity.

The investigation entails carrying out the visual inspection of Borrow areas, location of quarries

etc. with an approachable minimum lead, collection of samples, laboratory testing for assessing

their quality and suitability and assessment of their quantity available for construction purposes.

The investigation and testing of material is carried out in accordance with the provisions of TOR

Clause 4.11.3.2. A mass haul diagram is also prepared and enclosed indicating locations of

selected borrow areas haulage routes with minimum lead approximate quantity available against

the requirement and the ownership of the borrow areas etc. The following sections discuss about

the details of sample collection, laboratory tests carried out and their results and suitability of

materials.

Basic objective of material investigations is to identify the potential sources of construction

materials along the project stretch, to yield adequate quantity of materials which are suitable for

various pavement layers viz. embankment and sub grade etc. Suitable sources have been

identified along the project stretch by local enquiry. However, consultants have carried out tests

on selected sources to find their suitability for use. Sufficient number of quarries has been

identified to verify availability of materials within economical leads. The information on the

materials sources was summarized with the following objectives:

Identification of source locations indicating places and the status of quarries whether in

operation or new sources.

Identification of requirements for road pavements, shoulder works, cross drainage and other

works.

Material specification and characteristics.





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Testing and evaluation of materials for use in works.

Consultants have identified a number of quarries for borrow areas for earth. There is no

immediate borrow areas are available along the project stretch. The material from ground

levelling or cutting section could be used for filling or embankment purposes provided it fulfils the

requirements. The samples were tested in the laboratory to evaluate their suitability for road

construction. A sketch showing the project road and location of borrow areas along with the leads

is shown in Figure 2.2 below.

Figure 2-2: Project Road Location & Various Borrow Area Locations

2.3.1 Site Sampling & Testing Criteria

The site sampling & testing criteria used for collection and testing of borrow area material is as

per Table 2.3.





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Table 2-3: Criteria for Testing Borrow Area Material & Sampling

S. No

Type of Samples

Sampling Testing Criteria

Description of Test Standard Code Applicable

i)

Soil samples

from borrow areas

Representative samples from each of Eleven (11) identified locations of borrow

areas within reasonable lead

distances have been collected and tested

Soil Classification IS 1498

Sieve Analysis IS 2720 (Part – 4)

Atterberg Limits IS 2720 (Part – 5)

Free swell Index IS 2720 (Part – 40)

Laboratory Compaction Test (Modified Proctor Test)

IS 2720 (Part – 8)

4-day soaked CBR at 3 energy levels corresponding to 10, 35 & 65 blows of heavy compaction rammer on selected

samples*

IS 2720 (Part – 16)

2.3.2 Investigation for Borrow Areas

Total 11 samples were collected from various borrow area identified from nearby areas along the

MMC corridor. All borrows are located on west side of MMC alignment. All the borrow areas are

within 4 Km distance from MMC C/L Alignment.

The samples collected from borrow areas and tests were conducted to determine the following

parameters shown in Table 2.4.

The analysis brings out the followings:

Soils are predominantly GP-GP (27%) and SC (45%)

Plasticity ranges from 11 % to 12%

Maximum Dry Density ranges from 1.934 gm/cc to 2.254 gm/cc

CBR was found to be ranging between 10.15 % to 27.50%.

Figures 2.6 to 2.9 shows locations wise soil classification, plasticity index, maximum dry density

and CBR respectively. The summary of test results of borrow area samples furnished in Table

2.5. The details of quarry and borrow locations are given in Table 2.6.

Figure 2-3: Soil Classification





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Figure 2-4: Location wise Plasticity Index

Figure 2-5: Location Wise Maximum Dry Density (MMD)

Figure 2-6: Location Wise CBR (%)

From the investigation it is found that the Sandy Clay mixed with gravel and murum is available in

the surrounding areas of project road. This is suitable for subgrade construction. A total of 11

suitable borrow location have been identified till now that could offer adequate quantities for

existing Road. Both these borrow sources gravel and murum type soils. Location and lead details

for identified borrow areas are reported presented in Table 2-4. Detailed test results are

presented in Table 2-5.



Multi-modal Corridor from Navghar (Vasai) to Balavali Phase I - Design Ch. (Km 0.000 to Km 97.000) (Length 97.000)

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Table 2-4: Summary of Borrow Area Material Testing Results

S. No.

Chainage No.

Location

Grain Size Analysis

IS Classification

Atterberg's Limit

OMC (%)

MDD in (gm/cc)

FSI (%)

CBR (%) Gravel

(%)

Coarse Sand (%)

Medium Sand (%)

Fine Sand (%)

Fines (%)

Liquid Limits (%)

Plastic Limits (%)

Plasticity Index (%)

1 7+500

Paye Gaon 86.28 2.31 1.28 1.95 8.18 GP-GM 16.0 Np ---- 7.65 2.238 0 26.19

2 Paye Gaon 82.46 5.58 0.91 2.34 8.71 GP-GM 15.0 Np ---- 8.01 2.254 0 25.53

3 14+000 Vadgar 85.50 4.10 1.71 2.00 6.69 GP-GM 16.0 Np ---- 7.48 2.198 0 27.50

4 28+850 Bhopar Gaon 38.61 33.73 16.84 4.08 6.74 SP-SM 17.0 Np ---- 9.08 2.041 0 14.41

5 32+000 Adutune

Gaon 41.54 16.45 13.78 5.66 22.57 SM 19.0 Np ---- 9.86 2.006 0 16.37

6 32+000 Umbarli Gaon 23.80 29.18 32.20 10.40 4.42 SP 17.0 Np ---- 8.60 1.998 0 14.08

7 39+500 Haji Malang

wadi 3.71 14.54 27.34 18.12 36.29 SC 27.0 15.0 12.0 13.61 1.936 15 11.46

8 40+400 Nitlas Gaon 790 12.91 19.81 17.29 42.09 SC 26.0 15.0 11.0 12.80 1.967 26 10.15

9 50+000 Ritghar Gaon 32.00 20.27 4.59 3.99 39.15 SC 30.0 17.0 13.0 13.20 1.995 30 12.44

10 50+000 Ritghar Gaon 8.90 8.64 10.40 29.05 43.01 SC 31.0 17.0 14.0 14.05 1.934 37 10.48

11 51+700 Wakadi Gaon 11.07 17.32 29.05 12.72 29.84 SC 28 16 12 12.14 1.988 22 11.13




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Table 2-5: Borrow Area Locations, Lead & Supplier Details

S. No.

Borrow Area Location

Nearest Coordinates Nearest Landmark Nearest MMC

Section Lead From

MMC Section Supplier Name

Supplier Contact Number

1 Paye Gaon 2136749.044 284833.866 Paye Gaon Mountain CH-7500 1.800 Km Mahendra Patil 8806178777 6904348777

2 Paye Gaon

Paye Gaon Mountain & Quarry

1.800 Km Ragunath Devlekar

8551931013

3 Vadghar 2133963.505 290548.070 Side by Chinchoti-Anjur Phata

Rd CH-14000 1.200 Km Dinesh Patil

7709770048 9011026889

4 Bhopar Gaon 2123065.700 297394.740 Near byBhoparGaon CH-28850 300M Shivdas Patil 9819613424 9222105006

5 Adutune gaon 2120786.053 299524.129 Rd from main highway In

farm CH-32000 1.500M Anklesh Kalan

9224500100 9920107102

6 Umbarli Gaon 2120786.053 299524.129 Mountain CH-32000 2.900M Vitthal Patil 9224507771

7 Haji Malang

Wadi 2115449.873 304500.839 Nearby Waman Baba Aashram CH-39500 750M Yeshwant Gira 7738512210

8 Ritghar Gaon 2107095.134 309107.518 Ritghar animals feed (grass)

area CH-50000 1.300M Santosh Bhagat 9702737696

9 Ritghar Gaon 2107095.134 309107.518 Ritghar animals feed (grass)

area CH-50000 1.400M Santosh Bhagat 9702737696

10 WakadiGaon 2105419.139 308823.049 Wakadi Gaon (sarpanch

home) CH-51700 3.800M Naresh Patil

9920297219

9594337079

11 Nitlas Gaon 2114593.919 304720.129 Near Waman Baba Aashram CH-40400 400M Gaurav Mbohir 9833007376 9820007376





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2.3.3 Investigation for Sub-grade Material

The pits on natural ground along the project alignment dug to assess the strength and suitability

of natural sub-grade. Visual inspection of the existing ground conditions was carried out prior to

commencement of sub-grade investigation work. Based on the visual inspection, the sampling

frequency is adopted. Trial pits (1m x 1m) are dug at an interval of 2.5 km along the centreline of

multi modal corridor for determination of various properties natural sub-grade. Sub grade soil

samples are collected from each of the test pits dug. The following tests were performed on

collected samples.

Atterberg Limits

Grain Size Analysis

Maximum Dry Density (Heavy Compaction)

Optimum Moisture Content

CBR (4 Days Soaked) at three energy level

Free Swell Index

The sampling & testing criteria for collection and testing of Subgrade material is as per

Table 2-6.

Table 2-6: Criteria for Sampling

S. No

Type of Samples

Sampling Testing Criteria

Description of Test Applicable Code

i)

Sub-grade soil samples

from the test pits

excavated at site.

A total of 20 sub-grade samples were collected. Out of which 14

are from Package 1

Soil Classification IS 1498

Sieve Analysis IS 2720 (Part – 4)

Atterberg Limits IS 2720 (Part – 5)

Free swell Index IS 2720 (Part – 40)

Laboratory Compaction Test (Modified Proctor Test)

IS 2720 (Part – 8)

4-day soaked CBR at 3 energy levels corresponding to 10, 35 & 65 blows of heavy

compaction rammer on selected samples IS 2720 (Part – 16)

2.3.4 Result of Investigation

The results of field and laboratory investigations have been compiled in graphical and tabular

format shown in Figures 2-7 to 2-10.





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Figure 2-7: Sub-grade Soil Classification

Figure 2-8: Plasticity Index

Figure 2-9: Maximum Dry Density (MMD)





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Figure 2-10: California Bearing Ratio (4 Days Soaked)

2.3.5 Result Interpretation

The following Tables 2-7 & 2-8 show the summary of natural sub-grade investigation & test

results.

Table 2-7: Summary of Sub-grade Testing Report

Soil Class CH CI CL SC SM

No. of samples 5 4 1 9 1

Range of LL 56. -78 37-49 34 24-34 20

Range of PI 21.28 17-21 15 9-14 Np

OMC (%) 21.98-27.34 16.27-19.99 15.90 11.51-13.95 10.28

MDD (gm/cc) 1.518-1.670 1.655-1.742 1.876 1.802-1.992 1.975

Range of Soaked CBR at 97 % compaction

1.96-2.74 3.28-3.93 4.58 7.53-10.06 9.82

From the above table, it is evident that there is predominance of Sandy Clayey, Silty Sand and

High to Low Compressibility Clay Soil along multi modal corridor.

2.4 Subgrade Soil Investigations

In order to obtain information on the physical properties of soil and rock along the alignment, and

hence to design earthworks and foundations for proposed structures, a geotechnical survey was

carried out. It includes surface exploration and subsurface exploration. Methods of observing the

soils below the surface, obtaining samples, and determining physical properties of the soils and

rocks included: test pits, trenching (particularly for locating faults and slide planes), boring, and in

situ tests.

The pits on natural ground along the project alignment dug to assess the strength and suitability

of natural sub-grade. Visual inspection of the existing ground conditions was carried out prior to

commencement of sub-grade investigation work. Based on the visual inspection, the sampling

frequency is adopted. Trial pits (1m x 1m) are dug at an interval of 2.5 km along the centreline of

http://en.wikipedia.org/wiki/Earthworks_(engineering)

http://en.wikipedia.org/wiki/Foundation_(architecture)





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multi modal corridor for determination of various properties natural sub-grade. Sub grade soil

samples are collected from each of the test pits dug. The following tests were performed on

collected samples.

Atterberg Limits

Grain Size Analysis

Maximum Dry Density (Heavy Compaction)

Optimum Moisture Content

CBR (4 Days Soaked) at three energy level

Free Swell Index

The following Table 2-9 presents the summary of natural sub-grade investigation & test results.




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Table 2-8: Sub-grade Soil Testing Summary

S. No

Chainage No.

Location

Grain Size Analysis IS

Classifi-cation

Atterberg's Limit OMC

in (%)

MDD in (gm/cc)

FSI (%)

CBR (%) Gravel

(%)

Coarse Sand (%)

Medium Sand (%)

Fine Sand (%)

Silt & Clay (%)

Liquid Limits (%)

Plastic Limits (%)

Plasticity Index (%)

1 0+000 Kaman Gaon 0.29 0.11 5.95 8.31 85.34 CH 56.0 35.0 21.0 22.31 1.654 50 2.74

2 1+000 Railway Track 0.00 0.00 0.38 0.80 98.82 CH 62.0 38.0 24.0 21.98 1.670 60 2.29

3 4+300 Shilottar Gaon 2.09 3.37 22.83 20.66 51.05 CI 49.0 28.0 21.0 19.99 1.677 35 3.35

4 5+900 Nagale Gaon 0.21 2.36 36.00 13.16 48.27 SC 29.0 16.0 13.0 12.64 1.956 14 8.08

5 7+750 Nagale 2.79 10.42 16.72 18.16 51.91 CI 46.0 27.0 19.0 19.07 1.678 38 3.93

6 9+100 Malodi 0.00 0.00 0.07 0.37 99.56 CH 78.0 50.0 28.0 27.34 1.544 90 1.96

7 11+200 Kharbhav 0.00 0.10 0.52 0.99 98.39 CH 67.0 42.0 25.0 24.58 1.612 65 2.62

8 13+200 Kharbhav 0.57 0.61 1.24 1.63 95.95 CH 73.0 48.0 25.0 26.20 1.518 70 2.30

9 15+900 Kevni 5.37 22.56 22.21 11.93 37.93 SC 32.0 18.0 14.0 13.22 1.912 22 8.69

10 18+000 Purna 8.48 19.33 32.90 13.96 25.33 SC 27.0 16.0 11.0 11.98 1.935 30 7.62

11 23+800 Surya Phata 0.75 12.68 12.96 12.75 60.86 CI 37.0 20.0 17.0 16.27 1.742 34 3.60

12 25+900 Bharodi Gaon 0.00 5.48 40.41 25.87 28.24 SM 20.0 Np ---- 10.28 1.975 0 9.82

13 29+200 Bhopar Gaon 12.73 19.12 13.59 6.09 48.47 SC 34.0 21.0 13.0 13.95 1.960 20 10.06

14 32+500 Kole Gaon 23.14 28.13 15.44 6.75 26.54 SC 24.0 15.0 9.0 11.75 1.992 10 9.17

15 34+400 Shirdone Gaon 16.35 19.21 16.84 10.14 37.46 SC 32.0 19.0 13.0 13.09 1.889 18 7.53

16 35+600 Shirdone Gaon 4.96 23.99 20.00 6.08 44.97 SC 34.0 20.0 14.0 13.80 1.802 25 8.18

17 39+250 Karvale 0.36 4.03 49.29 23.76 22.56 SC 26.0 15.0 11.0 11.51 1.985 15 8.84

18 42+000 Nitlas 6.16 10.38 16.75 11.48 55.23 CL 34.0 19.0 15.0 15.90 1.876 40 4.58

19 44+800 Wavanje Gaon 3.54 2.93 10.63 10.07 72.83 CI 48.0 27.0 21.0 19.58 1.655 40 3.28

20 46+200 200 Mtrs Away Chinchavli Gaon

Road 4.96 18.67 20.40 8.50 47.47 SC 30.0 18.0 12.0 12.92 1.930 30 7.86




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Table 2-9: Summary of Sub-grade Testing Report

Soil Class CH CI CL SC SM

No. of samples 5 4 1 9 1

Range of LL 56. -78 37-49 34 24-34 20

Range of PI 21.28 17-21 15 9-14 Np

OMC (%) 21.98-27.34 16.27-19.99 15.90 11.51-13.95 10.28

MDD (gm/cc) 1.518-1.670 1.655-1.742 1.876 1.802-1.992 1.975

Range of Soaked CBR at 97 % compaction

1.96-2.74 3.28-3.93 4.58 7.53-10.06 9.82

From the above table, it is evident that there is predominance of Sandy Clayey, Silty Sand

and High to Low Compressibility Clay Soil along Multi Modal Corridor.

Boreholes have been taken as per the RFP requirements. If any abrupt strata are noticed,

additional bore holes have been surveyed and were carried out in accordance with the provisions

of IS 1892 and as per specification.

2.5 Hydrology and Drainage

2.5.1 Study Objective

These investigations are primarily intended for evaluating the adequacy of waterways of the

proposed cross drainage structures for natural streams or water bodies crossing the project

alignment. The hydrological study has been done based on field investigations, topographic

surveys and primary survey information collected from desk study. This report describes the

methodology of evaluation of performance of proposed CD structures on the proposed road

alignment, design discharges, waterway required, scour depth and afflux etc. for new culverts

and bridges.

2.5.2 Cross Drainage Structure Utilities

Cross drainage structures have been provided on water bodies like natural ponds and wet lands,

creeks and stream crossings along the alignment. The following methodology has been adopted

to provide CD structures on the same:

1) Water bodies like ponds and wet lands: The linear waterway of these structures has

been decided to completely maintain the existing waterway of ponds with a free board of

3.0m above existing ground level. The same has been shown in Figure 2-11. The location of

structures on such water bodies is summarized in Table 2-10. In addition to this, some

ponds have been filled based on land use criteria to avoid providing CD structures on these

ponds.

Table 2-10: Structure on Ponds and Wet Lands

S. No. Start Ch. Mid Ch. End Ch. length Structure Required Soffit Level

(m) (m) (m) (m) (m) (m)

1 310 920 1530 1220 MJBR+PUP 10.854

2 5190 5220 5250 60 MJBR 21.798

3 7097 7100 7103 6 BC 5.234




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S. No. Start Ch. Mid Ch. End Ch. length Structure Required Soffit Level

(m) (m) (m) (m) (m) (m)

4 7657 7660 7663 6 BC 5.079

5 28836 28851 28866 30 MNBR 9.427

6 29040 29120 29200 160 MJBR 21.437

7 33190 33268 33346 156 MJBR+VUP 14.490

8 33480 33510 33540 60 MJBR 14.509

9 39040 39052.5 39065 25 MNBR 31.474

10 44895 44905 44915 20 MNBR 29.465

11 71740 71880 72020 280 MJBR 18.113

12 72155 72180 72205 50 MJBR 11.556

13 72851 72880 72909 58 MJBR 19.626

14 78848 78865 78882 34 MJBR 5.105

15 79195 79330 79465 270 MJBR 4.255

Figure 2-11: Tidal Creek at Chainage 1+625

2) Tidal waterways and creeks: The linear waterway of these structures has been decided as

a maximum of existing waterway of creeks or hydrological linear waterway. The bridge shall

be provided with adequate free board above highest RL chosen between design high flood

level of natural stream or 4.420m (chosen to accommodate tidal influences). (Ref: Naval

Hydrographical Chart no.7336). The soffit level of bridges has been kept at 0.60m above

proposed HFL of 4.420, provided tidal influences govern the flow.

3) Natural Streams or river crossings: For natural stream crossings, linear waterway and

soffit level of the structures are determined by hydrological analysis as described in

subsequent paragraphs.

4) Balancing Culverts: Some balancing culverts are provided in stretches with no or

inadequate number of CD structures. A balancing culvert of span arrangement 1 x 6.0 x 2.5m

has been proposed on few locations, with no CD structure per kilometer. Some pipe culverts

have also been proposed as balancing culverts along the stretch from Ch.42+000 km to

Ch.45+000km The list of balancing culverts provided in the project has been included in

Table 2-12.




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Table 2-11: Natural Stream at Chainage 33+650

Table 2-12: List of Balancing Culverts

S. No Chaiange Span Arrangement Structure Proposal

1 7660 1x6m RCC BOX

2 8274 1x6m RCC BOX

3 8645 1x6m RCC BOX

4 13230 1x6m RCC BOX






10 35970 1x6m RCC BOX

11 42.990 2x1.2m HUME PIPE

12 43.860 2x1.2m HUME PIPE

13 47.250 1x6m RCC BOX

14 81610 1x6m RCC BOX

15 82610 1x6m RCC BOX

16 83110 1x6m RCC BOX

17 84260 1x6m RCC BOX

18 85610 1x6m RCC BOX

19 88860 1x6m RCC BOX

20 90750 1x6m RCC BOX

2.5.3 Hydrological Data Collection

The Hydrological Data collected for calculation of bridges are as follows:

1. Various data such as terrain, soil and cover condition, nature and size of bed material, river

bed and plan forms etc. are collected from field through local inquiry made during site

inspection by engineer.

2. Catchments of streams have been demarcated with the help of Google Earth/ Topo sheets if

available. Equivalent Slope of stream, terrain slope and land uses are also studied in Google

Earth / Survey data.

3. River slope as well as terrain slope of this area is generally found to be flat in this terrain.




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Rainfall/ runoff data published in the Flood Estimation Reports for West Coast Region

subzone 5 (a) & (b), prepared jointly by Central Water Commission (CWC), Indian

Meteorological Department (IMD), Research Designs Standards Organization (RDSO) and

Ministry of Shipping Road Transport & Highways (MoSRT&H) are used for information

regarding stream flow and rainfall. From Isopluvial maps in Flood Estimation Report, 24 hour

rainfall of 100 year return period is found to be 480 mm for this stretch of road. The rainfall

data distribution over the years as per return period has been given in Table 2-13.

Table 2-13: Rainfall Data

Stretch Mean Annual Rainfall 24 hours Rainfall for Return period of

25 Years 50 Years 100 Years

Mumbai 1800mm 360 mm 400 mm 480 mm

Figure 2-12: CWC Rainfall Isopluvial Map




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2.5.4 Methodology Adopted for Discharge Computation

Design discharge is computed by using Slope Area method as recommended in IRC-SP-13 – 2004

and IRC 5 – 2014 are briefed below. Methods adopted in any particular case may vary depending

on availability of data.

2.5.5 Slope- Area Method

This method is based on conveyance factor (K) and the stream slope (S). For calculation of

conveyance factor, two or more cross-sections at u/s and d/s of bridge site are used. These are

at bridge site, upstream of bridge site and downstream of bridge site at specified locations. Slope

of the channel will be determined using survey data of lowest bed level. The discharge is

calculated by the Manning’s formula given below:

Q = KS1/2 (4) Ke = Equivalent conveyance rate = (K1, K2…Kn)

1/n

Kn =

nN

1* An Rn

2/3 (n = 1, 2, 3…n) (5)

Where: Q = Discharge in m3/sec.

A = Cross-sectional area of flow in sq. m.

R = Hydraulic mean depth in m = A/P

P = Wetted perimeter in m.

S = Mean longitudinal slope of the channel.

K = Conveyance factor and n refers no. of cross-section

N = Rugosity coefficient as per IRC: SP –13

n = nos. of cross-sections

This method has been used only for bridges, with defined natural stream on ground.

2.5.6 Adoption of Design Discharge for Bridges

The discharge is calculated by various methods as discussed above and design discharge

recommended based on provision of IRC: SP-13 – 2004 and IRC 5-2014 is as follows:

When the variation between highest two values of discharges computed by different methods is

less than 50%, the highest discharge has been taken as design discharge. When the variation

between the highest two values of the discharges computed by different methods is more than

50%, design discharge has been taken as 1.5 times the lower of two maximum values.

2.5.7 Waterway for Bridges

Although IRC 5 – 2014 recommends Lacey’s regime waterway as clear waterway under bridges.

Based on the width of the banks for the confined streams and water spread at HFL and Lacey’s

waterway, linear waterway for bridges have been recommended. Lower of the two (Lacey’s

regime waterway and normal waterway), has been considered to estimate clear waterway

keeping a maximum restriction up to 40 per cent (i.e. a fluming ratio of 60%) as recommended

by IRC. As per computation the fluming ratio falls below the limit, but bridge has been retained

considering the condition survey report of the bridge as good and sound.




2-23 | P a g e

2.5.8 Scour Depth

Lacey’s equation is adopted for estimating normal scour depth as per IRC: 5 – 2014

R = 1.34 (q2/f) 1/3 (6)

Where R is the Lacey’s regime scour depth, measured below HFL, q is the design discharge

intensity under bridge in cumecs per meter and f is silt factor given by the equation

f=1.76 (d50)1/2 (7)

Where d50 is the mean sediment size in mm. Normal scour depth based on Lacey’s equation and

the actual observed depth (equal to the difference between HFL and LBL)/1.27 are compared as

per code. Higher of the two values is adopted for design. Silt factor ‘f’ is found from Lacey’s

equation corresponding to d50 size of bed materials. Maximum scour level for pier and abutment

are calculated using a factor of safety of 2 and 1.27 respectively as per IRC: 5 – 2014. For

computing scour depth, design discharge is enhanced by 30% to provide for adequate margin of

safety as per provision of IRC: 78 - 2000.

2.5.9 Computation of Afflux

Afflux is due to constriction in normal waterway under the bridge. It is computed using Weir–

Orifice formula and Molesworth formula (IRC-SP: 89)

Molesworth formula: Afflux = ((v2/17.88) 0.015)* ((A/A1)

2-1) (8)

Where

v = Average velocity of river prior to obstruction in m/s. A = Unobstructed sectional area of river in sq. metre.

A1 = Sectional area of river at obstruction in sq. metre.

2.5.10 Bridge Locations Description

The soil around structures is mainly marine clay and hence would require deeper foundations.

Most of the structures upto chainage 28000km are affected by tidal fluctuations, though the

discharge in structures is also governed by catchment of the natural stream/ river at the bridge

location. The respective HFL is highest water level on comparison of tidal fluctuations and HFL of

natural stream at bridge site.

2.5.11 Results of Hydrological Study

The detailed hydrological calculations have been carried out for various streams and creeks. The

summary of this computation has presented with cross drainage utility details in remarks in Table

2-14.

Table 2-14: Detailed Hydrological Calculations for Streams and Creeks

S. No.

Mid Ch. Required

Soffit Level

Design Discharge

Affluxed HFL

Velocity Proposed Waterway

LBL REMARKS

m (m) (cumec) (m) (m/s) (m) (m)

1 920 10.854 Hydrological calculations not

required Merged in Flyover

3.457 Structure on

Ponds and Wet lands

2 1725 7.240 652.157 6.005 1.404 90 1.841 Streams




2-24 | P a g e

S. No.

Mid Ch. Required

Soffit Level

Design Discharge

Affluxed HFL


LBL REMARKS

m (m) (cumec) (m) (m/s) (m) (m)

3 2100 15.127 3.283 13.366 0.415 6 12.937 Streams

4 2780 26.822 9.796 12.340 1.056 6 11.734 Streams

5 3670 31.608 9.579 12.340 1.033 6 11.734 Streams

6 3975 26.373 51.867 25.473 1.531 30 21.668 Streams

7 4200 27.107 26.271 26.507 0.891 6 25.553 Streams

8 4750 61.732 3.171 38.500 0.785 6 37.007 Streams


required 60 8.699

Structure on Ponds and Wet

lands

10 5960 12.597 8.232 10.130 0.671 6 9.636 Streams

11 6173 10.203 5.748 8.981 1.268 6 7.248 Streams

12 6173 Hydrological calculations not

required 6 - Balancing Culvert

13 6970 5.020 28.484 2.412 1.989 20 0.208 Streams


required 6 2.734


lands

15 7410 5.320 89.185 3.561 1.050 40 0.920 Streams

16 7522 5.020 25.031 1.684 1.926 20 -0.534 Streams


required 6 2.974


lands

18 7975 5.079 115.267 3.633 1.454 45 1.130 Streams

19 8274 4.657 0.857 1.968 0.244 6 1.853 Streams

20 8555 5.320 4.381 2.246 0.081 6 1.827 Streams

21 8645 4.606 4.381 2.246 0.081 6 1.827 Streams

22 8806.25 5.320 115.267 3.633 1.454 45 1.130 Streams

23 9178 5.020 12.419 2.411 0.553 24 0.604 Streams

24 9644 5.320 34.743 2.640 1.646 20 1.249 Streams

25 9925 5.020 28.952 2.672 1.521 20 0.814 Streams

26 10300 5.020 19.189 2.007 1.783 20 -0.050 Streams

27 10796 5.020 6.580 2.381 0.347 10 1.996 Streams

28 10889.25 5.020 13.602 3.185 1.061 15 2.051 Streams

29 11570 5.320 50.666 2.586 1.504 25 0.455 Streams

30 12340 4.720 2.279 1.555 1.051 6 0.610 Streams

31 12365 4.720 1.931 1.360 0.761 6 0.604 Streams

32 13230 5.017 3.824 2.734 0.228 6 2.320 Streams

33 13490 6.060 1345.384 4.860 1.698 180 -4.483 Streams

34 14170 5.773 11.065 2.773 0.402 15 1.664 Streams

35 14350 5.773 413.960 4.573 1.592 120 -0.120 Streams

36 15630 5.320 160.401 3.704 0.893 50 0.770 Streams

37 15803 4.926 3.555 2.661 0.395 6 2.426 Streams

38 16490 5.320 167.477 3.371 1.925 50 -1.020 Streams

39 16645 5.320 90.351 2.932 1.426 30 -1.020 Streams

40 17625 5.320 61.581 2.550 1.928 30 0.740 Streams

41 18108 5.020 26.784 2.597 1.729 20 -0.100 Streams

42 18472.75 5.320 20.328 1.443 0.160 15 -1.620 Streams

43 **** 5.320 59.877 0.324 1.164 25 -1.620 Streams

44 18875 5.020 22.364 -0.389 0.857 40 -1.580 Streams

45 19335 5.020 11.885 2.198 0.510 20 0.850 Streams and

Ponds

46 19777.5 5.020 23.630 2.207 1.013 20 0.850 Streams and

Ponds

47 19595 5.020 3.912 2.783 2.820 10 0.692 Streams




2-25 | P a g e

S. No.

Mid Ch. Required

Soffit Level

Design Discharge

Affluxed HFL


LBL REMARKS

m (m) (cumec) (m) (m/s) (m) (m)

48 20000 5.320 65.610 3.714 0.956 30 0.300 Streams

49 20230 5.320 65.610 3.051 1.965 30 1.200 Streams

50 20735 5.020 10.011 3.024 0.737 10 2.731 Streams

51 21075 5.020 13.514 3.667 0.350 15 3.102 Streams

52 21900 5.624 32.128 4.724 0.346 60 1.500 Streams

53 22150 5.320 32.128 2.600 1.788 30 0.410 Streams

54 22290 5.020 9.423 2.508 0.319 10 2.083 Streams

55 22745 5.020 16.907 2.255 0.665 15 1.216 Streams







59 26048 5.765 3.112 3.078 0.184 6 2.547 Streams

60 26980 6.121 3667.006 4.621 1.240 380 -3.836 Streams

61 27456 5.020 17.730 3.362 0.914 15 0.800 Streams




required 30 6.432


lands


required 140 12.100


lands



66 31645 8.905 38.269 8.005 1.182 30 1.520 Streams


required 135 9.561


lands


required 64.22 11.327


lands

69 33650 9.530 692.784 12.966 2.077 90 4.850 Streams


required 475 12.622


lands

71 35970 14.536 6.032 14.636 0.047 6 13.662 Streams

72 39052.5 31.474 Hydrological calculations not

required 140 28.474


lands

73 39140 30.529 133.977 29.629 2.547 40 26.522 Streams

74 40050 35.233 3.283 33.445 0.018 6 32.868 Streams

75 40500 31.743 3.200 29.730 0.361 6 29.266 Streams

76 40680 33.716 3.724 31.602 0.245 6 31.206 Streams

77 40995 27.709 3.373 26.153 0.249 6 25.637 Streams

78 41430 22.698 4.221 20.722 0.328 6 19.883 Streams

79 41627.5 20.658 29.285 20.064 1.027 25 19.296 Streams



81 42780 21.207 66.894 19.065 1.013 30 18.031 Streams



83 43390 21.534 15.635 19.199 0.567 15 17.450 Streams




2-26 | P a g e

S. No.

Mid Ch. Required

Soffit Level

Design Discharge

Affluxed HFL


LBL REMARKS

m (m) (cumec) (m) (m/s) (m) (m)



85 45060 30.871 113.636 28.680 5.484 35 27.651 Streams

86 45770 24.021 167.684 23.121 1.659 60 20.262 Streams

87 46455 29.746 8.060 29.146 0.898 10 28.839 Streams

88 46650 29.127 7.307 28.527 0.749 10 28.266 Streams

89 46850 31.965 55.085 31.065 1.997 30 28.460 Streams



91 65765 17.408 23.474 16.808 0.930 20 16.071 Streams

92 66000 16.302 9.267 15.702 0.134 15 14.203 Streams

93 66100 15.449 14.156 14.849 1.598 20 14.075 Streams

94 66380 19.838 1.586 12.653 1.010 6 12.255 Streams

95 66460 18.872 1.358 16.301 0.082 6 16.017 Streams

96 66685 28.371 1.366 27.204 0.014 6 22.762 Streams

97 67435 19.001 19.989 18.401 0.095 20 15.562 Streams

98 67565 17.401 19.701 16.801 0.254 20 15.687 Streams



100 68050 16.269 6.346 15.669 0.631 10 14.392 Streams with

ponds

101 68250 3.312 18.336 2.712 0.851 15 1.667 Streams with

ponds





104 68877 16.669 6.580 16.069 1.523 10 14.592 Streams with

ponds

105 68939 12.514 6.331 11.914 0.426 10 10.065 Streams with

ponds



107 70139 30.035 6.127 29.435 3.760 10 28.129 Streams

108 70500 11.354 8.103 10.754 1.632 10 10.264 Streams with

ponds

109 70934 10.501 2.149 10.201 0.108 6 9.868 Streams

110 71111 11.007 6.248 10.407 0.453 10 9.643 Streams with

ponds

111 71500 8.917 24.722 8.317 1.981 20 6.233 Streams with

ponds


required 280 8.107 Ponds



114 72550 6.500 100.106 5.600 1.929 40 2.650 Streams





117 73180 27.002 3.494 26.402 0.074 10 25.208 Streams

118 73735 36.804 25.973 36.204 0.682 20 35.419 Streams



120 74750 21.944 20.401 21.344 1.691 15 20.553 Streams




2-27 | P a g e

S. No.

Mid Ch. Required

Soffit Level

Design Discharge

Affluxed HFL


LBL REMARKS

m (m) (cumec) (m) (m/s) (m) (m)

121 77430 8.007 36.999 7.107 0.697 20 5.224 Streams





124 79627 2.214 6.580 1.614 0.561 15 0.472 Streams

The detailed hydrological calculations for bridges and Culvert have been presented in Design

Report with separate Annexures.

2.6 Drainage

2.6.1 Introduction

Drainage, both surface and subsurface, is essential for efficient and healthy functioning of a road.

Broadly, drainage has two aspects, namely

(i) Cross-drainage works to ensure free and smooth movement of surface run-off through

bridges and culverts to avoid road overtopping

(ii) Road drainage, which ensures quick and safe disposal of water from road surface and

embankments through roadside drains to their respective outfalls.

(iii) from road surface and embankments through roadside drains to their respective outfalls.

2.6.2 Hydrological and Hydraulic Investigation

The Project Road is a completely new alignment with largest landuse along the alignment as

either agricultural or plantation with few sections of forest area along the alignment. The

alignment is interspersed by few residential landuse. There is no existing drains along the new

alignment. Adeqaute number of cross drainage facility has been proposed along the alignment. A

number of natural streams, nalas, railway tracks and ponds cross the project road. Some typical

sections of drains are proposed along the alignment as prerequisite of drainage requirement

along the road. Detailed design shall be submitted in subsequent submissions. Roadside drain is

proposed at locations are outlined below:

The country slope is towards road or the road is in cut.

If the land on both sides of the road is sloping away from the road i.e. the road runs

along ridge, no drains are provided.

Subsurface drainage has been provided by providing drainage / G. S. B. layer extended up

to embankment face so that the seepage water can escape by gravity flow.

Guidelines suggested in IRC: SP: 42 and IRC: SP: 50 is followed for designing the shape, size and

slope of road side drain.

2.6.3 Types of Drains

Proposal for drains along the alignment are briefly outlined below:




2-28 | P a g e

a) Unlined trapezoidal drains are provided at rural areas, as there are chances of blockage of

these drains during flood or high rainfall.

b) Covered lined RCC drains are provided below footpath at service road locations.

c) Lined rectangular RCC median drains of typical size 1000mm x 700mm have been provided at

locations where central verge is 27.5m.

d) Lined rectangular RCC drains of typical size 1200mm x 1200mm have been provided at cut

locations to discharge the collected water and to maintain the continuity of drains.

e) Chute drains with energy dissipaters have been proposed along the road for embankment

height greater than 6.0m.

f) Adequate numbers of culvert along with drains are provided to see the smooth runoff of

surface water.

2.6.4 Site Specific

In open areas, unlined drains are proposed near the RoW limits, sufficiently away from the toe of

the embankment. Through built up areas to drain off surface run off from the road and to

intercept sullage from road side properties, lined drains are proposed in the following stretches.

2.6.5 Drainage Data

For efficient functioning and proper design of drains, several data are required to be collected at

site and from other dependable sources. A brief description of the various drainage data collected

for design of drains are given below:

2.6.6 Rainfall Data

Rainfall data is taken from isopluvial maps published in flood estimation report of CWC for West

Coast Region subzone 5 (a) & (b) (corresponding to the given road) published jointly by CWC,

IMD, RDSO, and MoST. Mean annual rainfall and 24 hour rainfall of 25, 50, 100 years return

periods, as given below in Table 4.19 above.

2.6.7 Time of Concentration (tc) and Design Rainfall Intensity (Ic)

Design rainfall intensity, Ic in cm/hr, to be used in the Rational formula (Qd= 0.028 PfIcA) was

computed based on time of concentration (tc) in hours. The formula recommended by IRC-SP-

13 for Ic is

Ic = F/T * (T1) / (tc1)

Where F is the total rainfall in cm in T hrs and tc is the time of concentration. One hour maximum

rainfall intensity for 25 year return period is computed for each section separately. The rainfall

intensity corresponding to the computed time of concentration shall be calculated by above

formula.

2.6.8 Runoff Coefficient

Mean runoff coefficient used for estimation of design discharge for the drains are found according

to the type of surface, namely paved, unpaved, agricultural, residential, forest and hilly areas etc.

as per the recommendations made in IRC: SP-42 and SP-13.




2-29 | P a g e

2.6.9 Catchment Area and Time of Concentration

Catchment area for each drain is found equal to the distance along the road multiplied by the

distance between the centre-line of the road up to RoW. Time of concentration is equal to inflow

time into the drain plus flow time through the drain up to the cross drainage structure i.e. the

outfall of the drain.

2.6.10 Drainage Design

Rational Formula

The following formula, known as the Rational Formula, is generally used for calculation of run-off

for catchments not exceeding 50 sq km

(Refer Clause 10.4 – SP 42)

Q = 0.028 x P x Ic xA

Where: Q = discharge in cubic meters per second (m3/s)

P = run-off coefficient, dimensionless

Ic = rainfall intensity in cm/hr A = drainage area in hectares

Depending upon the different type of surfaces contributing the runoff, equivalent runoff

coefficient has been found out.

Hydraulics of Drains

The Manning's Formula is used in the calculation of flow capacities of drainage structures.

Manning's Formula is given below:

Q = 1/n x A x R2/3 x S1/2

Where:

V = velocity in m/s

n = Manning's roughness coefficient

R = hydraulic mean depth

S = longitudinal bed slope of drain

The required conveyance is calculated from the design discharge coming from a particular

catchment:

Kreq = Qd / S1/2 = 1/n x A x R2/3

Where

Qd = design discharge in cubic meter per sec.

Kreq = conveyance required

The required conveyance is compared with the conveyance available i.e. the conveyance of the

drain section. Size of the drain is all right if available conveyance is equal to the conveyance

required, otherwise, drain section is revised till both values become equal.




2-30 | P a g e

Manning's roughness coefficient is based on the material or surface where water will flow. The

values of “n” used are as follows:

Concrete-lined ditch 0.012 – 0.016

Unlined earth ditch 0.0225- 0.025

Ditch, grass covered 0.030 – 0.040

The following guidelines shall be followed to prepare the road side drain. Drains are provided -

1. If the country slope across the road is on one direction, the drain is to be proposed on that

side of the road where the ground is at higher elevation to intercept the runoff and carry the

flow up to nearest cross drainage structure. On the downstream side, no drain is to be

provided

2. If the country slope transverse to the road on either side is towards the road i.e. the road is

in a valley, drains are to be proposed on both sides of the road.

3. If the land on both sides of the road is sloping away from the road i.e. the road runs along

ridge, no drains are to be provided.

4. Where the road is in cutting, drain is to be provided at the toe of cutting either on one or on

both sides depending upon whether cutting is on one or on both sides of road.

2.6.11 Components of Drainage System

The drainage system is designed to effectively drain the storm water from the entire RoW. In

case of drains which are crossing the project road, the system will be designed to transport the

runoff across the project road. Drains and cross drainage structures will be provided to discharge

the rain water from following areas

Carriageways

Road Embankments

Areas beyond embankment but within RoW

The discharge from the above areas is directed beyond the RoW and to the natural water

courses/drains at suitable points along the alignment. An integrated system of drains and cross

drainage works is designed with following components.

Unlined drain – Unlined drains are proposed at both ends and near the toe of the road keeping

0.5 to 1.0 m berm. These drains are trapezoidal in shape with a constant bottom width of 0.6m.

The depth of the drain has been kept varying depending upon the design runoff. Unlined drains

are proposed at rural areas and are designed to take the runoff from entire RoW and also such

area beyond RoW which slopes towards it. The side drains discharge into the cross drainages i.e.

culverts or bridges. The detail of unlined drain has been given in drawing no EI-RH-1MH020-HYD-

1010.




2-31 | P a g e

Lined Open Trapezoidal Drain – Lined open drains are proposed at cut locations to maintain the

continuity of drains and to discharge the collected water to the outfall. The detail of lined open

drain has been shown in drawing no EI-RH-1MH020-HYD-1010.

Lined Covered Drains - Where ever the alignment passes through the built up urban area, or at

serviced road locations the lined covered drains below footpath have been proposed. These

drains are designed to take the runoff from both carriageway and the area within RoW. Theses

drains are rectangular RCC drains. The width of the drain has been kept constant i. e.1000 mm.

Depth of the drain will vary according to the design flood. The detail of RCC drain has been

shown in drawing no. EI-RH-1MH020-HYD-1010

Median Drain – Lined rectangular open drains of size 1.0m x 0.7m are proposed at depressed

central verge locations with outfall to cross drainage structures through chute drains and

catchbasin of size 2.0m x 2.0m. The detail of lined open drain has been shown in drawing no EI-

RH-1MH020-HYD-1011. The drainage arrangement at outfalls for median drain has been shown

in drawing no. EI-RH-1MH020-HYD-1013

Chute Drains – Chute drains with energy dissipater chambers are proposed for embankment

height greater than 6.0m. The detail of chute drain has been shown in drawing noEI-RH-1MH020-

HYD-1012.

2.6.12 Tidal Influences on Drainage

For a certain part of the day, some part of project area is under the influence of tides and is

submerged with water. For such sections, the subgrade bottom must be above these water levels

to protect the road from degrading. The study has been completed in two parts, first: the

identification of tidal affected zones and second: finalization of justifiable free board above tide

levels. The details have been mentioned below.

2.6.12.1 Selection of Tides Affected Zone

Tides affected zones along the project road have been decided based on drawings of “CRZ

mapping for the proposed multimodal corridor project from Navghar to Chirner in Maharashtra”

provided by MMRDA. The “CRZ mapping” drawings have been prepared by “Institute of Remote

Sensing, Anna University” and has been submitted to LBG, Mumbai.

The area enclosed under High Tide Line, in the drawings have been assumed as tides affected

zone and respective measures have been taken for these sections along the project road.

2.6.13 HFL Finalisation along the Project Road for Highway Design

Besides, HFL at bridges or culverts, the HFL of the project area has been decided by dividing the

project area into tides affected zones and area not under the influence of tides. The subgrade

bottom must be considered 0.60m above this level.

For area not under the influence of tides, HFL has been assumed as GL 0.250m, provided

it is not under the influence of any stream or river.

For tides affected zones, the reduced level of subgrade bottom has been assumed at

0.60m above high tide level 4.420m.




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2.7 Axle Load Survey

Pavement design depend on several factors such as gross load, tyre pressure, number of wheels

and wheel configuration, number of repetitions, sub grade properties, climatic conditions and

pavement structure, etc. and changes to these parameters affect the design and performance of

pavements. Knowledge of axle loading and the spectrum of axle loads of vehicles using the

project highway are necessary in the development and application of realistic pavement design

and preparation of maintenance interventions. This section covers the axle load data collection,

analysis and recommendations, which shall form the input parameters for the design of pavement

structure for the project highway.

2.7.1 Survey Stations

Axle load surveys were conducted for the commercial vehicles (both empty and loaded) whose

gross weight is more than 3 tons at JNPT – Mumbai Road which is major Road that will influence

MMC and from where may traffic diversion take place after implementation of Multimodal

expressway. The survey was conducted for 24 hours in both the directions at each of the survey

stations listed in the following Table 2-15.

Table 2-15: Details Axle Load Survey

S. No. Road Name Location Axle Load survey Date

1 NH4B Kalamboli 15th May 2015

2 NH4 IRB Toll Shedung Village 4th September 2015

3 Chirner Gavhan Phata

Road (SH81) Vidhane 23th October 2015

2.7.2 Survey Process

Portable axle weighs pads with digital indicator of load were used for weighing axle loads of

commercial vehicles. The weigh pads were capable of weighing static wheel loads up to 20,000

kg. Before the commencement of the axle load survey, the pads have been calibrated. The axle

pads have been placed on either side of the carriageway in a staggered manner to measure the

axle loads in both directions.

The vehicles were selected randomly to avoid bias and representative sample has been collected

to ensure capture the overall-loading pattern on the project road. The axle load data have been

collected for commercial vehicles only (as per the guidelines of IRC: 37-2012), which generally

cause damage to the pavement. The procedure adopted is as follows:

A suitable and safe site was selected for the diversion of vehicles to avoid traffic

congestion and utilization of the equipment.

The weigh pads were placed on firm ground adjacent to the Carriageway, at a spacing to

match with the wheel paths of trucks and Buses. Each pad is provided with ramps to

facilitate vehicle movement onto the pad without any jerk.

The driver of the vehicle was directed to position the front wheel (s) on the centre of the

pad (s). After waiting for 30 seconds to stabilize the reading, axle load was noted from

the inbuilt display unit along with vehicle code to represent type of vehicle.

Similarly, the rear axle was also positioned and reading noted.




2-33 | P a g e

2.7.2.1 Data Analysis

Axle load data collected from the survey had been subsequently collated, checked, analyzed and

used to

a) Computed vehicle damage factor (VDF) for each type of commercial vehicle using the

following relationship

VDF = Total ESAL/Number of Vehicles Weighed

b) Determine axle load distribution pattern of different category of axles of commercial vehicles

likely to be used on the concession stretch Equivalent number of Standard Axles Load (ESAL)

in the above formula was determined with the help of equivalency factors given in IRC: 37-

2012. The axle load equivalency factors recommended in the AASHTO guide are given in

Annexure 2 of IRC: 37-2001. The measured axle loads from the surveys conducted at

different locations on the project stretch are not match with the axle loads given in Annexure

2 of IRC: 37-2001. Therefore, in this study, 4th power law is used for converting axle loads

into equivalent standard axle loads.

The following Table 2-16 presents the reference standard axle loadings as adopted from HDM-4

Manual and for single wheel tandem axle considered from IRC: 37-2012:

Table 2-16: Standard Axle Loads

Axle Configuration Load (Tonnes)

Single Wheel, Single Axle 6.60

Dual Wheel, single Axle 8.16

Dural Wheel, Tandem Axle Group 15.09

Dual Wheel, Tridem Axle Group 22.83

Using the above standard axle loads, the equivalent standard axle load (ESAL) or the overall

pavement damage due to an axle load of specific configuration is represented by the following

relationship (4th power law, as the pavement design practice in India considers this exponent to

represent the overall damage to the pavement) for each of the commercial vehicle weighed

during the axle load survey.

ESAL= (W/SAL) 4,

Where W=Measured Axle Load in Tonnes & SAL= Reference Standard Axle Load VDF has been

worked out separately for 2 axle trucks, 3 axle trucks, multi axle trucks, LCV and buses in both

directions. The summary of Vehicle category wise VDF’s obtained through the detailed analysis of

collected load data at each of the survey location are presented in Table 2-17 below:

Table 2-17: Category-wise Vehicle Damage Factors (VDF) at survey locations

Type of Vehicle Mumbai - JNPT JNPT – Mumbai

LCV 0.29 0.30

Buses 0.50 0.50

2 Axles 0.74 0.55

3 Axles 1.59 2.83

MAV 5.01 4.58




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VDF values derived from the axle survey are presented in the table 2-18. VDF values given in the

table are found to be less than IRC prescribed values. Hence it is intended to adopt IRC

prescribed VDF values for estimation of MSA for design of flexible pavement.

Table 2-18: Million Standard Axles (MSA) Adopted

Type of Vehicle Average of both Direction Adopted Values (Max)

LCV 0.29 0.30

Buses 0.50 0.50

2 Axles 0.65 0.74

3 Axles 2.21 2.83

MAV 4.80 5.01

2.8 Geometrical Standards & Design (Highway & Structure)

Design standards adopted for highway geometrics and structure are discussed in the following

sections.

2.8.1 Proposed Design Basis, Standards and Specifications (Road Works)

Multimodal Corridor is a controlled access facility, intended to provide most efficient and speedy

movement of relatively high volumes of motorized traffic with higher degree of safety, comfort

and economy than lesser standard roads. Alignment characteristics and parameters of physical

dimensions should be such that the resulting roads has inbuilt flexibility of adjustment for

additional carriageways in the foreseeable future without any extravagant or wasteful

expenditure, because in a rapidly developing economy it may not always be possible to forecast

the traffic growth accurately.

Geometric and other elements should be preferably matched to the individual and collective

requirement of traffic using the facility. Predominant vehicles container trucks, Buses and

passengers’ vehicles were considered in finalizing the basis for the design parameter for the

geometric elements. Geometric elements are mostly governed by the functional requirement,

which are also influenced by the environmental parameters and which once built in the road

systems, are difficult to modify.

Considering the physical condition and cost effectiveness, the project proposals are conceived

and developed under following standards:

The desirable standards which could be adopted as a rule

The minimum standards, which could be accepted for difficult stretches where application

of the desirables standards, would lead to exorbitant costs due to excessive land

acquisition or project execution

2.8.1.1 Design Standards

The final alignment is taken for detailed design. The section wise details of final alignment are

indicated in Table 2-5. The land use pattern along the project alignment is predominantly mixed

land use namely forest, wet/barren, farm, residential & industrial pockets.




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This section describes the standards and principles based on which various designs of multimodal

corridor would be carried out. These proposed standards are consistent with the parameters

recommended in the relevant standards of the Indian Roads Congress (IRC). The aim of this

chapter is to evolve design standards and material specifications for the study, which is primarily

based on IRC publications and to recommend the same for concurrence / approval of MMRDA.

While drafting geometric standards for BRTS/highway, it has been ensured that standards are

compatible metro rail geometrical requirements.

Terrain Classification

The following Table 2-19 presents the terrain classification recommended in IRC-SP: 99 - 2013.

Table 2-19: Terrain Classification

Terrain Classification Cross Slope of the Ground

Plain Less than 10 %

Rolling Between 10 % & 25 %

The MMC Alignment passes through the Plain as per above classification and thus geometric

designs are based on IRC-SP: 99-2013 for Plain. The design speed is primarily dependent on the

terrain conditions, available road land and land use. In the current project, being the green field

project, land availability is not likely to be a major issue except for the few locations. This

provides an opportunity to design the alignment to specified minimum standards.

2.8.1.2 Guiding Principles

While carrying out the geometric design, following principles have been taken into consideration:

The designed facility shall not become obsolescent before the design year.

Design shall be consistent and the standards followed for different elements are compatible

with one another.

The design shall cover all geometric aspects of the road including signage etc.

The design shall be worked out, aiming at minimizing the vehicle operating cost, including

initial cost and cost of maintenance etc.

The design shall take into consideration the environmental, aesthetic and landscaping aspects

of the project road.

Design shall ensure compatibility BRTS & Metro Rail as essence of multimodal corridor.

2.8.1.3 Geometric Details

Following geometric details have been adopted while designing main carriageway of multimodal

corridor.

2.8.1.4 Lane/Road Configuration

Lane requirement for the MMC for the horizon year 2041 would vary from section to section.

Traffic Twelve (12)-lane with paved shoulder has been proposed for the sections node-1 to Node-

4, for the rest of the sections a 10L configuration is proposed. To ensure safety, it is important to

impart lane discipline for the users. It is proposed that the middle two lanes will be generally

used for the light vehicle movement and left most lane for the movement of heavy vehicles




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whose speeds are lower than light vehicles and the first lanes (median) will be used as BRTS

lane, thereby defining use of lanes for the vehicles and increasing the safety. This will better

traffic operations, enhanced safety, moderate maintenance cost etc.

2.8.1.5 Lane Width

Lane Width suggested in IRC SP: 99: 2013” Guidelines for Expressway” is 3.75 m (width in plain

and rolling terrains- which is category the proposed expressway fits into). Keeping in view the

guidelines, a lane width of 3.75 m is chosen for the Multimodal Corridor lanes. This wider lane

width is to ensure safety and adequate lateral clearance between vehicles which are expected to

move at higher speeds (upwards of 100 kmph). In the case of spur alignments, the expressway

standards have been adopted as the integral part of expressway proposed and suggested to

adopt a lane width of 3.75 m.

2.8.1.6 Shoulder

Width of the shoulder plays an important role in the capacity of the carriageway. Paved shoulders

(emergency lane) are designed to carry the same traffic load as main carriageway. The paved

shoulder can also act as emergency lanes and can be used as parking lanes for the break down

vehicles, so that they will not hinder the free movement of traffic on the main carriageway. The

width of the paved shoulder adopted for mainline of Multimodal is 3.0 m [on outer side of

carriageway], 0.75m (for right median side edge strip) with an of 1.0 m earthen shoulder,

respectively. These dimensions conform to the dimension given in “Guidelines for Expressway” for

plain and rolling terrain.

2.8.1.7 Right of Way (ROW)

The proposed ROW varies section to section. The Sectional Details of ROW is provided in

following Table 2-20. However, it is to be noted that additional ROW is required at Interchanges

Toll Plazas, Metro Stations and way side amenities.

Table 2-20: Section wise details of ROW

S. No. Start CH End CH ROW (m) Landmark

1 0.000 8.300 45.00 Bapane– Kaman

2 8.300 47.750 99.00 Kaman – Morbe

3 47.750 66000 126.00 Morbe-Karanjade

4 66.000 69.030 69.50 Karanjade to Pushpak nagar




8 72.700 80.000 99.00 Pushpak nagar to Chirner

9 80.000 97.000 99.00 Chirner-Balavali

2.8.1.8 Cross fall

The Cross fall is being proposed as per IRC-SP: 99 Guidelines for Expressway. It is 2.5 % for

bituminous pavement. It is 3.5 % for earthen/granular shoulder.

2.8.1.9 Desirable Sight Distance

The safe stopping sight distance shall be calculated as per IRC-SP: 99-2013.




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Design Speed, V (km/hr) = 120

Reaction time, t (Sec) = 2.5

Acceleration due to gravity, g (m/ sec2) = 9.81

Co-efficient of friction, f =0.35

Stopping sight distance, SSD (m) = 𝑆𝑆 = 0.28Vt ((0.28V)2/2gf) =245.13 ≈ 250

Intermediate sight distance, ISD (m) = 2*SSD =500

Decision Sight Distance: At critical locations or decision points where changes in cross-sections

occur such as toll plazas and interchanges, the sight distance shall not be less than the decision

sight distance. As the project Expressway design speed 120 kmph. Hence, the decision sight

distance shall be 360 m as per clause 2.9.3.2 of IRC-SP: 99 - 2013.

2.8.1.10 Radii of Curve

The project road passes through curve portions and wherever curves are to be designed, the

same is having minimum radius as per IRC by adopting a maximum value of 5% for super

elevation and 10% for side friction factor. (Refer Table 1.11 of guideline for expressway volume

III: Design), the minimum radius for horizontal curves works out to be as follows as per IRC-SP:

99-2013. Design Standards are presented in the following Table 2-21.

Table 2-21: MMC Design Standards

Parameter Value

Design Speed (Kmph) 120

Absolute minimum radius (m) 670

Desirable minimum radius (m) 1000

Absolute Minimum Radius (R):

Maximum super elevation in plain terrain, (e) = 0.05

Co-efficient of lateral friction, (f) =0.10

Design Speed, V (Km/hr) = 120

Radius of curve shall be calculated from super elevation equation 𝑒𝑓 = v2/gR

Radius of Horizontal curve R, (m) = 755m

However, the multimodal corridor has been designed with absolute minimum radius of 1100m.

2.8.1.11 Horizontal Curve Length

The curve length at centre line of carriageway should not be less than two times the transition

curve length in case the intersecting angle is more than 7 degrees. When the intersecting angle is

less than 7 degrees, the length of curve should not be less than the desirable value given as per

Table 1.14 of Guidelines for Expressways VOLUME-II. However, in unavoidable cases, the value

may be reduced to the minimum value regardless of intersection angle. Parameters governing

Horizontal Curve length are presented in the following Table 2-22.

Table 2-22: Horizontal Curve Length

Parameter Value

Design Speed (Kmph) 120

Absolute minimum (m) 150

Desirable minimum (m) 1400/delta




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Where, delta is the total deviation angle between two straight alignments.

2.8.1.12 Length of Transition Curves

Length of transition curve shall be designed as the maximum of following four criteria’s:

Centrifugal force

Length of curve, 𝐿𝐿 = 0.0215𝑉3/ 𝐶R

Where, V is design speed in km/hr

R is radius of curve

C is rate of change of centrifugal acceleration in m/sec3=80 / (75+V)

Super elevation

Length of curve, 𝐿𝐿 = eNw

Where, e is super elevation

N is rate of introduction of super elevation = 200 (Minimum)

w is width of road

3 Seconds time for manipulating steering

2.8.1.13 Vertical Alignment

The vertical alignment of the carriageway is generally being compatible with the guidelines given

in the IRC-SP: 99-2013. The vertical alignment is provided for a smooth longitudinal profile.

Generally, grade change should not be too frequent to cause kinks and visual discontinuities in

the profile. Since the alignment passes through the plain terrain the ruling gradient is 2.5% and

limiting gradient is 3%. Gradient up to the value corresponding to ruling gradient is adopted, as

far as possible. Limiting gradient is adopted only in difficult situation and for short length. Long

Sweeping vertical curves is provided at all grade changes. These are designed as square

parabola. Vertical curves are designed to provide for visibility at least corresponding to the safe

stopping sight distance. Table 2.10 – length of vertical curves for different speed when length of

curve greater than sight distance is adopted from IRC SP 99-2013. Minimum length of vertical

curve (m) =100. The vertical profile is also governed by high speed metro rail corridor proposed

at central verge of the project corridor. The multimodal corridor vertical profile to suit the metro

rail speed & metro station configuration requirements. The metro station concurs is proposed at

ground level and platform is proposed at first level, therefore the multimodal highway profile and

metro rail profile require to be at same level Design Standards for Multimodal Corridor

The detail design standards for geometric design of multimodal corridor are illustrated in Table

2-23 as Detailed Design Standards for Multimodal Corridor.

Table 2-23: Detailed Design Standards for Multimodal Corridor

S.

No. Parameter Value Standard/Code Reference

1

Speed

(i) Design Speed 120 km/h IRC-SP: 99-2013 Table 2.1

(ii) Minimum Design Speed 80 km/h In Exceptional cases.

(ii) Terrain Plain Terrain

2 Cross Section

8 Lane Carriageway with




2-39 | P a g e

S.

No. Parameter Value Standard/Code Reference

paved shoulder

(i) Carriageway 15m on either side

(ii) Kerb Shy 0.75 m on either side of the carriageway

Paved Shoulder 3.0 m on either side

Earthen Shoulder 1.0 m on inner sides

(iv) Cross slope:

Cement concrete surface 2.50% cross fall to be adopted (Avg. Rainfall>1000mm) IRC-SP 99: 2013 Table 2.4

Earthen surface 3.50%

3 Horizontal Alignment

(i) Desirable minimum Curve Radius Plain terrain

1100m

IRC-SP: 99-2013 Table 2.5 (ii) Absolute Minimum Curve Radius for Plain Terrain

670m

(iii) Minimum Length of transition Curve

100m IRC-SP: 99-2011 Table 2.6

(iv) Safe Stopping Sight Distance

250m

IRC-SP: 99-2011 Table 2.7 (v) Desirable minimum Sight Distance (Intermediate Sight distance)

500m

(v) Decision Sight Distance for 120 km/h

360m IRC-SP: 99-2011 Table 2.8

(vi) Super elevation 5% (Curve Radius>=Desirable min. Radius)

IRC:SP:99-2011 Clause 2.9 2.1

(vii) Super elevation (max) Max.7 % (Curve Radius>=Desirable min. Radius=1000m)

IRC-SP:99-2011 Clause 2.9 2.1

4 Vertical Alignment

(i) Ruling Longitudinal Gradient

2.50%

IRC-SP: 99-2013 Table 2.9 (ii) Limiting Longitudinal Gradient

3.00%

(iii) Minimum Vertical Curve Length for 120 km/h (0.5%minimum Grade Change)

100m IRC-SP: 99-2013 Table 2.10

5 Vertical Clearance

(i) Vehicular Underpass 5.5m

IRC-SP: 99-2013 Table 2.11 (ii) Light Vehicular Underpass 3.5m

(iii) Pedestrian, Cattle Underpass

3.0m

2.8.1.14 Geometrical Design Control

The design of geometric elements is taken into account, the requirements of design standards so

evolved. Based on the data collected from reconnaissance and topographic surveys, the sections

with geometric deficiencies, if any, is identified and suitable measures for improvement is

suggested for implementation. The detailed design for geometric elements is covered, but not

limited to the following major aspects:

Horizontal alignment;

Longitudinal profile;

Junctions, intersections;




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The TEFS Alignment would be verified for sight distances as per the requirements of TOR and

Relevant Codes. The provision of appropriate markings and signs would be made at constrained

existing site conditions.

2.8.1.15 Typical Cross Sections & Schedule

The Typical Cross Section for Phase I Multimodal Corridor consists of central 30.0 m wide Metro

Rail Corridor with 4 Lane Road Carriageway and 2 Lane Service Road on either side. In curves

with a radius less than 2600 m, super elevation is required, and is generally established over the

length of the transition curve. Super elevation is achieved by revolving entire road carriageway

around inner edge. The rate of change of super elevation is generally kept flatter than 1 in 150.

However, the central 30.0 m reservation for Metro Rail Corridor is to be reduced to minimum in

section from Bapane to Kaman and Section from Karanjade to Pushpak Nagar. The Typical Cross

Sections for Multimodal Corridor are presented in Separate Drawing Volume.

The following table presents Typical Cross Section Schedule for Alignment section from 0+000 to

47+700 and section from 65+000 to 97+000..

The TCS for development of MMC have been grouped in four classes based on ROW Width, Metro

Location and Service Provision as indicated in following Table 2-24.

Table 2-24: Detail of Typical Cross section for MMC

Start CH End CH Length TCS Type Remark

0+000 0+200 200.00 3

Block Costing 0+200 0+900 700.00 33

0+900 1+300 400.00 2A

1+300 1+460 160.00 4

1+460 8+300 6840.00 3

8+300 8+503 202.50 9B

8+503 8+608 105.00 13

8+608 8+642 34.50 9B

8+642 8+648 6.00 9B

8+648 8+701 53.00 9B

8+701 8+911 210.00 13

8+911 9+166 255.00 7B

9+166 9+190 24.00 14

9+190 9+318 127.50 7B

9+318 9+343 25.00 7B

9+343 9+628 285.50 7B

9+628 9+652 24.00 14

9+652 9+820 168.00 7B

9+820 10+030 210.00 13

10+030 10+290 260.00 7B

10+290 10+310 20.00 14

10+310 10+480 169.75 7B

10+480 10+492 12.50 7B

10+492 10+733 240.75 7B

10+733 10+803 70.00 15




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10+803 10+875 72.00 8B

10+875 10+925 50.00 14

10+925 10+938 12.50 7B

10+938 11+183 245.00 11

11+183 11+290 107.50 7B

11+290 11+850 560.00 13

11+850 12+088 237.50 7B

12+088 12+100 12.50 11

12+100 12+460 360.00 13

12+460 12+843 382.50 7A

12+843 13+118 275.00 11

13+118 13+200 82.50 7A

13+200 13+227 27.00 7B

13+227 13+233 6.00 7B

13+233 13+385 152.00 7B

13+385 13+595 210.00 13

13+595 13+700 105.00 7B

13+700 14+110 410.00 7A

14+110 14+120 10.00 18

14+120 14+470 350.00 13

14+470 14+500 30.00 7B

14+500 14+700 200.00 7A

14+700 14+943 242.50 7B

14+943 15+218 275.00 11

15+218 15+354 136.25 7B

15+354 15+366 12.50 7B

15+366 15+593 226.25 7B

15+593 15+668 75.00 14

15+668 15+800 132.50 7B

15+800 15+806 6.00 7B

15+806 15+994 187.75 7B

15+994 16+006 12.50 7B

16+006 16+420 413.75 7B

16+420 16+560 140.00 14

16+560 16+630 70.00 7B

16+630 16+660 30.00 14

16+660 17+121 460.50 7B

17+121 17+146 25.00 7B

17+146 17+520 374.50 7B

17+520 17+730 210.00 14

17+730 18+090 360.00 7B

18+090 18+110 20.00 14

18+110 18+138 27.50 7B

18+138 18+383 245.00 11

18+383 18+414 31.50 7B

18+414 18+554 140.00 14

18+554 18+750 196.00 7B




2-42 | P a g e


18+750 18+815 65.00 8B

18+815 18+935 120.00 15

18+935 19+010 75.00 8B

19+010 19+070 60.00 11

19+070 19+212 142.00 7B

19+212 19+422 210.00 18

19+422 19+562 140.00 17

19+562 19+667 105.00 16

19+667 20+150 483.00 18

20+150 20+300 150.00 15

20+300 20+332 32.00 19

20+332 20+445 113.00 8B

20+445 20+570 125.00 12

20+570 20+805 235.00 10

20+805 21+067 262.00 9B

21+067 21+083 16.00 13

21+083 21+153 69.50 9B

21+153 21+168 15.00 9B

21+168 21+688 520.00 9B

21+688 22+413 725.00 10

22+413 22+717 304.50 9B

22+717 22+753 36.00 13

22+753 23+000 247.00 9B

23+000 23+463 462.50 7B

23+463 23+738 275.00 11

23+738 23+880 142.00 7B

23+880 23+887 7.00 7B

23+887 24+000 113.50 7B

24+000 24+159 158.75 7A

24+159 24+171 12.50 7A

24+171 24+897 725.75 7A

24+897 24+903 6.00 7A

24+903 25+173 269.50 7A

25+173 25+468 295.00 11

25+468 25+572 104.50 7A

25+572 25+578 6.00 7A

25+578 25+757 178.50 7A

25+757 25+764 7.00 7A

25+764 25+850 86.50 7A

25+850 25+900 50.00 7B

25+900 26+045 145.00 9B

26+045 26+051 6.00 9B

26+051 26+294 243.00 9B

26+294 27+470 1176.00 13

27+470 27+750 280.00 18

27+750 27+874 123.75 7B

27+874 27+886 12.50 7B




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27+886 28+245 358.75 7B

28+245 28+251 6.00 7B

28+251 28+584 332.50 7B

28+584 28+591 7.00 7B

28+591 28+795 204.50 7B

28+795 28+865 70.00 10

28+865 29+000 135.00 7B

29+000 29+050 50.00 7A

29+050 29+190 140.00 14

29+190 29+300 109.50 7A

29+300 29+307 7.00 7A

29+307 29+495 188.50 7A

29+495 29+822 327.00 11

29+822 29+828 6.00 11

29+828 29+924 96.00 11

29+924 32+231 2306.69 10

32+231 32+823 591.81 9A

32+823 32+980 157.50 10

32+980 33+098 117.50 11

33+098 33+201 103.00 7A

33+201 33+336 135.00 14

33+336 33+480 144.50 7A

33+480 33+540 60.00 13

33+540 33+613 73.00 13

33+613 33+813 200.00 13

33+813 34+151 337.50 7A

34+151 34+165 14.50 18

34+165 34+375 210.00 16

34+375 34+626 250.50 11

34+626 35+088 462.00 7A

35+088 35+113 25.00 7A

35+113 35+463 350.00 7A

35+463 35+738 275.00 11

35+738 35+967 229.50 7A

35+967 35+973 6.00 7A

35+973 36+200 227.00 7A

36+200 36+393 192.50 9A

36+393 36+408 15.00 9A

36+408 36+982 574.50 9A

36+982 37+470 488.00 10

37+470 37+924 453.50 9A

37+924 37+939 15.00 9A

37+939 38+219 280.25 9A

38+219 38+231 12.50 9A

38+231 38+500 268.75 9A

38+500 38+615 115.00 7A

38+615 38+885 270.00 11




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38+885 39+000 115.00 7A

39+000 39+050 50.00 7B

39+050 39+190 140.00 14

39+190 39+313 123.00 7B

39+313 39+513 200.00 11

39+513 40+206 693.00 7B

40+206 40+316 110.00 11

40+316 40+363 46.50 7B

40+363 40+638 275.00 11

40+638 40+950 312.50 7B

40+950 41+050 100.00 11

41+050 41+614 563.50 7B

41+614 41+639 25.00 16

41+639 41+714 75.00 11

41+714 41+926 212.00 7B

41+926 41+997 71.50 11

41+997 42+003 6.00 11

42+003 42+201 197.50 11

42+201 42+635 434.00 7B

42+635 42+660 25.00 7B

42+660 42+984 324.50 7B

42+984 42+996 12.00 7B

42+996 43+033 37.00 7B

43+033 43+093 60.00 11

43+093 43+360 267.00 7B

43+360 43+420 60.00 14

43+420 43+496 75.50 7B

43+496 43+521 25.00 7B

43+521 43+854 333.50 7B

43+854 43+866 12.00 7B

43+866 43+934 68.00 7B

43+934 43+954 20.00 18

43+954 44+000 45.75 7B

44+000 44+012 12.50 7A

44+012 44+483 470.75 7A

44+483 44+733 250.00 11

44+733 44+800 67.00 7A

44+800 44+980 180.00 7B

44+980 45+016 36.00 17

45+016 45+120 103.50 7B

45+120 45+145 25.00 7B

45+145 45+733 588.00 7B

45+733 45+808 75.00 14

45+808 46+067 259.50 7B

46+067 46+260 193.00 11

46+260 46+333 73.00 10

46+333 46+450 117.00 9B




2-45 | P a g e


46+450 46+460 10.00 13

46+460 46+835 375.00 9B

46+835 46+865 30.00 13

46+865 47+097 231.50 9B

47+097 47+122 25.00 9B

47+122 47+247 125.50 9B

47+247 47+253 6.00 9B

47+253 47+662 409.00 9B

47+662 47+700 38.00 10

47+700 65+000 17300.00 - Block Costing

65+000 65+605 605 23

65+605 65+754.5 149.5 20B

65+754.5 65+775.5 21 24

65+775.5 65+875.5 100 20B

65+875.5 65+890.5 15 20B

65+890.5 65+992 101.5 20B

65+992 66+008 16 24

66+008 66+089.5 81.5 20B

66+089.5 66+110.5 21 24

66+110.5 66+640 529.5 20B

66+640 67+100 460 29

67+100 67+170 70 30

67+170 67+425 255 21B

67+425 67+445 20 28

67+445 67+554.5 109.5 21B

67+554.5 67+575.5 21 28

67+575.5 67+877 301.5 21B

67+877 68+110 233 27

68+110 68+310 200 25

68+310 68+357 47 27

68+357 68+390 33 21A

68+390 68+417.5 27.5 30

68+417.5 68+442.5 25 30

68+442.5 68+600 157.5 30

68+600 68+830 230 21A

68+830 68+927 97 26

68+927 68+933 6 26

68+933 69+030 97 26

69+030 69+070 40 24

69+070 69+270 200 20A

69+270 69+400 130 29

69+400 70+030 630 33

70+030 70+260 230 29

70+260 70+425 165 21A

70+425 70+565 140 26

70+565 70+760 195 21A

70+760 70+900 140 26




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70+900 70+906 6 26

70+906 71+077 171 26

71+077 71+083 6 26

71+083 71+450 367 26

71+450 71+510 60 28

71+510 71+580 70 26

71+580 71+660 80 27

71+660 71+737.5 77.5 21A

71+737.5 71+762.5 25 21A

71+762.5 72+180 417.5 21A

72+180 72+200 20 22A

72+200 72+532 332.00 22A

72+532 72+568 36.00 25

72+568 72+680 112.00 22A

72+680 72+855 175.00 22A

72+855 72+905 50.00 28

72+905 72+980 75.00 22A

72+980 73+300 320.00 30

73+300 73+350 50.00 32

73+350 73+925 575.00 33

73+925 74+670 745.00 33

74+670 74+739.5 69.50 9A

74+739.5 74+760.5 21.00 13

74+760.5 74+790 29.50 9A

74+790 74+850 60.00 31

74+850 76+050 1200.00 33

76+050 76+300 250.00 31

76+300 76+542 242.00 31

76+542 76+572 30.00 31

76+572 76+830 258.00 31

76+830 76+990 160.00 9A

76+990 77+600 610.00 10

77+600 78+110 510.00 11

78+110 78+522.5 412.50 7B

78+522.5 78+547.5 25.00 7B

78+547.5 78+847 299.50 7B

78+847 79+470 623.00 11

79+470 79+557 87.00 7B

79+557 79+607 50.00 14

79+607 79+700 93.00 7B

79+700 79+900 200.00 11

79+900 80+000 100.00 7B

80+000 80+065 65.00 1B

80+065 80+185 120.00 4B

80+185 80+500 315.00 1B

80+500 81+160 660.00 4B

81+160 81+607 447.00 1B




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81+607 81+613 6.00 1B

81+613 81+865 252.00 1B

81+865 82+135 270.00 5

82+135 82+607 472.00 1B

82+607 82+613 6.00 1B

82+613 83+107 494.00 1B

83+107 83+113 6.00 1B

83+113 83+290 177.00 1B

83+290 83+350 60.00 4B

83+350 83+580 230.00 1B

83+580 83+665 85.00 5

83+665 83+795 130.00 4B

83+795 83+900 105.00 5

83+900 84+000 100.00 4B

84+000 84+257 257.00 1B

84+257 84+263 6.00 1B

84+263 84+620 357.00 1B

84+620 84+625 5.00 5

84+625 84+675 50.00 4B

84+675 84+720 45.00 5

84+720 84+765 45.00 1A

84+765 84+970 205.00 5

84+970 85+110 140.00 3

85+110 85+607 497.00 2A

85+607 85+613 6.00 2A

85+613 86+760 1147.00 2A

86+760 88+233 1472.50 6A

88+233 88+258 25.00 6B

88+258 88+750 492.50 6B

88+750 88+857 107.00 2A

88+857 88+863 6.00 2A

88+863 88+940 77.00 2A

88+940 89+030 90.00 5

89+030 89+165 135.00 1B

89+165 89+435 270.00 5

89+435 89+538 102.50 1B

89+538 89+563 25.00 1B

89+563 89+750 187.50 1B

89+750 89+870 120.00 4B

89+870 90+033 163.00 1B

90+033 90+093 60.00 5

90+093 90+365 272.00 1B

90+365 90+635 270.00 5

90+635 90+747 112.00 1B

90+747 90+753 6.00 1B

90+753 90+920 167.00 1B

90+920 90+970 50.00 4B




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90+970 90+980 10.00 5

90+980 91+022 42.00 1B

91+022 91+112 90.00 5

91+112 91+365 253.00 1B

91+365 91+635 270.00 5

91+635 92+150 515.00 1B

92+150 92+270 120.00 1B

92+270 92+519 249.00 5

92+519 92+669 150.00 4B

92+669 92+930 261.00 5

92+930 93+200 270.00 1A

93+200 93+260 60.00 5

93+260 93+270 10.00 1A

93+270 93+820 550.00 1A

93+820 93+870 50.00 1A

93+870 93+930 60.00 3

93+930 94+254 323.75 1A

94+254 94+266 12.50 1A

94+266 94+516 249.75 1A

94+516 94+900 384.00 2A

94+900 95+180 280.00 2A

95+180 96+020 840.00 3

96+020 96+577 557.00 2A

96+577 96+824 246.75 6B

96+824 96+836 12.50 6B

96+836 96+950 113.75 6B

96+950 97+000 50.00 6A

2.8.2 Design Methodology for Interchanges

Design of loops: Following geometrical details is used while design ramp loops.

2.8.2.1 Design Speed and Horizontal alignment

Ramp design speed should approximate the low-volume running speed on the intersecting

expressways. For expressways in India following speeds shall be adopted from 3.3.6 clause of

IRC: SP: 99-2013 and same is adopted for the study. Following Table 2-25 gives the details of

design speed and minimum radius used in horizontal alignment design of MMC.

Table 2-25: Loop Design Speed & Minimum Radius

Type of Ramps Design Speed (Kmph) Radius (m)

Ramp 80 250

Loop 60 130

2.8.2.2 Stopping Sight Distance

Stopping and decision making sight distance depends on the maneuvering time required. Table

2-26 provides the recommended values as per 2.7.1 of guideline for expressway Volume II:

Design.




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Table 2-26: Decision Sight Distance

Design Speed (kmph) Decision Sight Distance for Avoidance Maneuvers (m)

Stopping Speed/Path/Direction Change

120 265 360

100 200 315

2.8.2.3 Acceleration/Deceleration Lanes

Each entry and exit ramp shall have acceleration/deceleration lane for the project expressway.

The length of the acceleration / deceleration lanes shall be decided on the basis of speed

differentials of the project. Acceleration length and deceleration length is provided according to

clause 3.3.8 of IRC: SP: 99-2013 and adjustment factors are according to as per clause 2.11 of

guideline for expressway Volume II: Design. Details of standards adopted for arriving at Length

of Acceleration and Deceleration are presented in the following Tables 2-27 to 2-29.

Table 2-27: Minimum Acceleration and Deceleration Lengths for Entrance and Exit to Expressway with Flat Grades of 2 Percent or Less

Design Speed

V (km/ph)

Speed on the entry

curve for acceleration

length (km/ph)

Speed on the entry

curve for acceleration

length (km/ph)

120 60 60

Acceleration Length, L

(m) 410

Deceleration Length, L

(m) 155

Table 2-28: Deceleration Length Adjustment Factors

Ramp Direction Value Factor

Upgrade 3 to 4% 0.9

5 to 6% 0.8

Downgrade 3 to 4% 1.2

5 to 6% 1.35

Table 2-29: Acceleration Length Adjustment Factors for Upgrade and Down Grade

Design Speed

(km/ph) Design Speed of Ramp (km/ph)

grade

3 to 4% 5 to 6%

Adjustment Factor for Upgrade 120 60 1.7 3

Adjustment Factor for down grade 120 60 0.7 0.6

2.8.2.4 Typical Cross Section

Typical Cross section of interchange shall consist 9.5 m clear carriageway plus 900 mm paved

offset on both side in addition to RCC Crash Barriers of minimum width 500 mm. Total Cross shall

not be less than 12.50m.

2.8.2.5 Weaving Sections

The highway traffic demand near urban/outskirt areas may require construction of a number of

interchanges. This may necessitate the establishment of a minimum spacing distance considering

deceleration, acceleration and weaving. Weaving length is provided as per 2.9 of guidelines for

expressways VOLUME II: Design.




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2.8.2.6 Gradient

Gradient for entry & exit ramps is not considered steeper than 2.5 percent (1 in 40) where there

is no space constraints. In case of space constraints due to existing development or proposed

development the ramps length are restricted and hence gradients are considered upto 4 percent

(1 in 25).

2.8.2.7 Vertical Curves

The vertical curves at either ends of the ramp are designed to provide for the safe stopping sight

distance corresponding to the design speed of the ramp. Ramp profiles usually consists of a

section of tangent grade between two vertical curves, valley curve at the lower end and summit

curve at the upper end. The tangent grades on ramps are as flat as feasible and limited to a

maximum of 4 percent and no case exceed 6 percent. The length of vertical curves for design

speeds of 30 to 100 km/hr is considered as per Table 2 of IRC: 92-1985. The details of length of

vertical curves adopted for MMC are presented in Table 2-30 below;

Table 2-30: Length of Vertical Curves

Design Speed

(km/hr)

Safe stopping

sight distance

(m)

Length of Vertical curve for safe

stopping sight distance (m)

Absolute minimum

length of vertical

curve (m) Summit curve Valley Curve

65 90 18.4A 17.4A 40

80 120 32.6A 25.3A 50

100 180 73.6A 41.5A 60

2.8.2.8 List of Proposed Interchanges

Table 2-31 below presents the list of interchange proposed along MMC Corridor.

Table 2-31: List of Proposed Interchanges

Sl. No.

Chainage (Km)

Description

1 00000 Interchange at Mumbai-Ahmadabad Highway (NH8)

2 22100 Interchange at Mumbai-Nashik Highway (NH3)

3 31050 Interchange at Kalyan-Shilphata & Kolegaon-Ambernath Road

4 37125 Interchange at Taloja bypass

5 48000 Interchange at Mumbai Vadodara Expressway & MMC Merging

6 60000 Interchange on Mumbai Pune Expressway

7 65500 Interchange at Karanjade

8 76000 Interchange for MMC to MTHL Connectivity

9 95550 Interchange on NH-17

In addition to the major interchanges at major roads, the toll check entry exit ramps are provided

at the following locations (Table 2-32).

Table 2-32: List of Entry & Exit Ramps

Sl. No. Interchange CH Type Nearest Landmark

1 80+000 Check Toll with Entry & Exit Ramps Dighode




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2 89+550 Check Toll with Entry & Exit Ramps Kelvane

The at-grade intersections are provided to facilitate the cross connectivity between service roads

at flyover and VUP locations

2.8.3 Services Roads

Services roads are proposed to provide inter connectivity to local roads & development along

Multimodal Corridor and to ensure the connectivity to other the major roads and to separate the

local traffic movement from through traffic on Multimodal Corridor. Due to access control of

Multimodal Corridor, the service road traffic is not allowed to access Multimodal Main

Carriageway. But purpose of service road in this project is to provide connectivity between the

existing cross roads. When-ever the traffic movement on the cross road is interrupted due to our

project road are connected with the adjacent cross road, which is uninterrupted and movement

across the expressway is entered through VUP/PUP/Overpass etc. Based on this philosophy,

services roads are proposed at the locations given in the following Table 2-33:

Table 2-33: List of Service Road

Sl. No. Start Chainge (km) End Chainge (km) Length (m) Service Road

1 6000 7700 1700 Both side SR

4 8911 9820 909 Both side SR

5 10030 10733 703 Both Side SR

6 10733 10875 142 LHS Side SR

7 10875 11290 415 Both Side SR

8 11850 12100 250 Both side SR

9 12460 13385 925 Both side SR

10 13595 14122.5 527.5 Both side SR

11 14470 18750 4280 Both side SR

12 18750 19010 260 LHS Side SR

13 19010 20150 1140 Both side SR

14 20150 20570 420 LHS Side SR

15 23000 25900 2900 Both side SR

16 27470 28795 1325 Both side SR

17 28865 29924 1059 Both side SR

18 32980 33480 500 Both side SR

19 33813 36200 2387 Both side SR

20 38500 46260 7760 Both Side SR

21 50229 58816 8587 Both side SR

22 62743 65100 2357 LHS Side SR

23 67100 69030 1930 Both Side SR

24 70260 73925 3665 Both side SR

25 77600 84970 7370 Both side SR

26 88233 93870 5637 Both side SR

27 93930 94516 586 Both side SR

28 96577 96950 373 Both side SR




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2.8.4 Embankment & Earth Retaining Structures

2.8.4.1 Service Road

The service road subgrade bottom is designed at 0.250 m from general ground level. Service

Road embankment is designed to ensure the stability of the roadway. Side slope is not steeper

than 1V: 2H unless soil is retained by suitable soil retaining structures. This slope is considered

adequate from stability point of view. The embankment height more than 6.0 m are protected

with RE Wall & Retaining Wall based on where it is located. RE Wall is provided in dry section and

RW is provided in Wet section.

Main Carriageway height of embankment of main carriageway is more than 6.0 m. Since the

ROW is restricted, battered slope embankment is not recommended. The earth is protected with

earth retaining structure. The erosion prone areas, water logged areas and dry land areas

identified and accordingly the retaining structures are provided. The following type of earth

retaining structures are provide.

1. RE Wall : Provided in Dry Section of Alignment. The RE wall shall be design as per IRC:

SP 102 - 2014

2. RCC Retaining Wall : Provided in Wet land or Water Logged Section. The RCC Retaining

Wall shall be designed per IRC

3. Turning or Stone/CC Block Pitching : Provided in Dry Section of Alignment

2.8.5 Traffic Control Devices/Road Safety Devices/ Road Side Furniture

The road is expected not only to provide a structural carriageway for the traffic but also to

provide necessary information, direction and safety environment to the road users. To fulfil above

objectives, a road is to be furnished with necessary road furniture and appurtenances to ensure a

safe and smooth passage along and across the road. Such essentially required road furniture and

appurtenances are broadly identified as:

Road signs;

road markings;

Roadside safety/ crash barriers.

road delineators;

kilometer and hectometer stones;

boundary stones;

overhead traffic signs

Traffic impact attenuators Other may include, use of road humps and rumble strips and

utility crossing ducts.

In addition to above, IRC: SP: 99 defines some facilities under the heading of “Project Facilities”.

These are:

Pedestrian Facilities (footpaths, pedestrian guard rails, pedestrian crossings)

Street Lighting

Truck Lay-byes




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Cattle Crossings

Traffic Aid Posts

Medical Aid Posts

2.8.5.1 Road Signs: Cautionary, Mandatory and Informatory Signs

Road traffic signs under three categories Cautionary, mandatory and informatory are proposed.

These are as per IRC: 67, IRC SP:99 and Clause 800 of MORT&H Specifications and in broad

guidelines in IRC: 31 and IRC: SP: 31 “Traffic signs”. The traffic signs shall be with retro reflective

materials as per standard design. The road signs are of three types as shown here under:

(i) Cautionary Signs: These are equilateral triangle in shape, 120 cm length of each side, and are

meant to caution the traffic on the road. These cover following locations / objects:

junctions / intersections

curves

cattle and pedestrian crossings

schools

Gaps in median, variation in lane configuration etc.

Narrow Structures.

(ii) Mandatory Signs: These signs are mandatory by law and violators can be prosecuted. These

are circular in shape, 120 cm diameter and depict following in general:

speed limit

no parking, no entry, one-way sign, compulsory turns, give way

overtaking prohibited zone,

turns prohibited

(iii) Informatory Signs: These give locational information in general. The size of the board

depends upon the information to be depicted.

Specifications:

Reflectorized traffic signs are proposed for the Project. These signs shall be of retro reflectorized

materials and made of encapsulated lenses type film fixed over aluminum sheeting. The retro

reflective sheeting out of which the traffic signs are cut out shall be generally white, and of high

intensity grade and of material specifications laid down in Clause 801 of the MORT&H

Specifications. Aluminum sheets used for sign boards shall be of smooth, hard and corrosion

resistant aluminum alloy conforming to IS:736. Material Designation 24345 or 1900.

The fabrication of traffic signs shall be as per MORT&H Specifications, section 800 in general.

The road signs mounted on supported posts shall be so fixed in a proper and permanent position

against the normal storm wind loads. Normally signs with an area up to 0.9 sqm shall be

mounted on a single post and for larger areas two or more supports are provided. Sign supports

shall be of mild steel and painted with two coats of epoxy paint, and fixed into the ground by

means of properly designed concrete foundations.




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Overhead signs shall be fixed on to the cantilever type trussed frame and pipe post to indicate

distance and destination information of important places enroute. The overhead signs are

designed to withstand a wind loading of 150 kg/sqm normal to the face of the sign and 30

kg/sqm transverse to the face of the sign. The height of the overhead sign shall have a vertical

clearance of 5.5 m. The minimum lateral clearance outside the usable roadway/shoulder shall be

1.8 m.

There are three types of traffic signs generally used.

Mandatory and Regulatory Signs-These are the signs to inform the road users of certain

rules and regulations to improve safety and free flow of traffic. These include all signs, such as,

Stop, Give Way, Speed Limits, No Entry, etc. which give notice of special obligations, prohibitions

or restrictions with which the road users must comply.

Cautionary or Warning Signs -These are the signs to caution the road users of the existence

of certain hazardous conditions either on or adjacent to the road way, so that the motorists can

become cautious and take the desired action. Some examples of these signs are narrow

bridge/culvert, sharp curve, pedestrian crossings, schools, animal crossing etc.

Informatory Signs -These signs are used to provide information and to guide road users along

routes. The information could include names of places, sites, direction to the destinations, and

distance to places, to make the traveling / driving easier, safer and pleasant.

The road signs shall be so placed that the drivers can recognize these easily and in time.

Normally the signs shall be placed on the left hand side of the approaching traffic on the road. In

case of divided carriageway, signs may be placed on the median. The proposed size of signs is

shown in Table 2-34.

Table 2-34: Road Sign Size

S. No. Signs Size

Mandatory/Regulatory Signs

1 Stop 1200 mm octagonal sign (1.2 sqm)

2 Speed limit 1200 mm circular sign (0.44 sqm)

Cautionary/Warning Signs

1 Left Side road 1200 mm triangular sign (0.62 sqm)

2 Right Side road 1200 mm triangular sign (0.62 sqm)

3 Right hand curve 1200 mm triangular sign (0.62 sqm)

4 Left hand curve 1200 mm triangular sign (0.62 sqm)

Informatory Signs

1 Direction > 2 sqm. < 4 sqm rectangular sign

2 Place ID 800 X 600

Site Specific:

These are no issues specific to this road. Being 1.0 width available for hard shoulder, some road

signs will require to be placed in embankment slopes.




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2.8.5.2 Road Markings

Road markings perform the important function of guiding and controlling traffic on a highway.

The markings serve as psychological barriers and signify the delineation of traffic paths and their

lateral clearance from traffic hazards for safe movement of traffic. Road markings are therefore

essential to ensure smooth and orderly flow of traffic and to promote road safety. The Code of

Practice for Road Markings, IRC: 35-has been used in the study as the design basis.

The location and type of marking lines, material, width and colour shall be in accordance to

IRC: 35 – “Code of Practice for Road Markings”. The material used shall be hot applied

thermoplastic paint with glass beads. The colour of the road paint shall be white. The paint shall

be applied with appropriate road marking machinery.

The strips shall be 10 cm wide and marked in the Centre, as broken line of length and spacing as

per IRC: 35. The road markings along with arrows shall be pained at junctions / intersections for

directions to the turning traffic, giving way or stopping, and shall be in same material and

specifications as for the centre line marking.

2.8.6 Roadside Safety/ Crash Barrier

Road side barrier is a longitudinal system used to shield vehicles from hazards on the edge of the

road, and is provided throughout the length of the project road.

Metal Beam Crash Barriers are proposed; metal beam rail shall be W-profile corrugated sheet

steel beams. Tentative locations, where Metal Beam Crash Barriers are proposed.

When suitably designed and properly located, many accidents that take place-involving vehicles,

which lose control and run off the road, can be avoided. Especially dangerous are the road

sections with sharp curves, approaches to restricted roadway bridges and high embankment

sections. Vehicles which thus veer off, are liable to collide with hazardous obstacles or fall from

height. trees and bridges structural elements. Use of crash barriers will minimize the severity of

the accident and reduce the damage.

2.8.7 Kilometer Stone Details

The details of kilometre stones are in accordance with IRC: 8 guidelines. Both ordinary and fifth

kilometre stones are provided. Kilometre stones are located on the left-hand side of the road as

one proceeds from the station from which the Kilometre count starts. Kilometre stones shall be

fixed at right angles to the centre line of the carriageway.

2.8.8 200m Stones

The details of 200m stones and boundary stones conform to IRC: 26 and IRC: 25.200m stones

are located on the same side of the road as the kilometre stones. The inscription on the stones

shall be the numerals 2, 4, 6 and 8 marked in an ascending order in the direction of increasing

kilometer age away from the starting station. The numerals shall be 80mm high. The colour of

the numerals shall be black on a white background.




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2.8.9 Delineators and Object Markers

Roadway delineators are intended to mark the edges of the roadway so as to guide drivers on the

alignment ahead. Object markers are used to indicate hazards and obstructions within the vehicle

flow path, for example, channeling islands close to the intersections.

Delineators and object markers shall be provided in accordance with the provisions of IRC: 79

and IRC SP: 99. They are basically driving aids and should not be regarded as substitutes for

warning signs, road markings or barriers. Road studs would be provided as per Standards.

2.8.10 Rumble Strips

Rumble Strips are formed by a sequence of transverse strips laid across a Edge strip and paved

carriageway. Maximum permitted height of 15mm provided no vertical face exceeds 6mm and for

a width of 250mm. These rumble devices produce audible and vibratory effects to alert drivers to

take greater care and do not normally reduce traffic speeds in themselves. The typical design

details of rumble strips proposed are transverse strips of Bituminous Concrete 250mm wide and

overall thickness 15mm laid across a carriageway up to the end of paved shoulder. There will be

6 such transverse strips spaced at 1.0m c/c. Rumble strips are proposed in advance of Sharp

curves, Transition zones (speed limit zones) and village/urban approaches. Proper sign boards

and marking would be provided to advise the drivers in advance of the rumble strips.

2.8.11 Cross Utility Ducts

Utility ducts shall be provided at suitable interval say 1000m in urban sections and on

intersections in rural sections for cross roads. These ducts shall be made of NP3 pipes of

minimum 450mm diameter and shall be provided below the ground level.

2.8.12 Road Lighting

Road lighting shall be provided at following locations as per standards provided in IRC SP 99:

Interchange lighting: complete lighting shall be provided on all interchanges.

Bridge & underpass structures: Lighting shall be provided inside the underpasses.

Lighting of bridges and overpasses should be of the same level and uniformity as the

roadway.

Toll Plaza: Lighting shall be provided in & around the toll plaza as specified in the IRC SP

99.

Wayside Amenities: All wayside amenities shall be provided with lighting.

2.8.13 Traffic Calming Measures

Traffic calming measures have the advantage of:

Reduce and control vehicle speeds to a level commensurate with the activities taking

place along the road

Will encourage drivers to adopt a uniform speed without excessive acceleration and

declaration

Influence driver behavior towards non-motorised users




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Traffic calming measures, when proposed on roads passing through urban areas/

environment, whilst encouraging lower speed, will have reduced rate of accidents

involving non-motorised users.

2.8.14 Utilities

The following overhead and underground utilities are to be found crossing the project road or

within the road’s ROW:

low tension (LT) and high tension (HT) overhead power distribution lines with

transformers (mainly in urban areas);

telephone lines and cables, both over and underground including optic fibre cables (OFC)

along the road; and

water mains

All utilities that need to be shifted shall be got shifted by PWD and not as part of the civil works

contracts. It is recommended that this shall be carried out through the departments responsible

for the services as deposit work.

2.8.15 Fencing

Fencing (ROW barrier) shall be provided on entire length on either side of the expressway to

prevent entry of pedestrians, animals and vehicles, leaving space for utilities. The barrier shall be

in the form of a fencing, a raised masonry wall or precast RCC walls or a combination of barriers.

All the options have been examined to control the cost. A combination of barriers i.e. a fencing

mounted on a partially raised pre stressed pre cast boundary wall 1.80m high, 50mm thick made

by 50mm thick pre cast pre stressed concrete panels supported by precast pre stressed concrete

columns of 150 mm X 150 mm size shall be designed to take care of wind forces and other loads

likely to occur.

2.8.16 Tolling System

This being an inter-city expressway, a Closed Toll Collection System is proposed. A closed toll

collection system has an entry and an exit toll booth and captures all users and revenue. To

prevent loss of traffic and diversion of traffic around the mainline toll plazas, in this system toll

plazas are present on every interchange. On entering the expressway through an entry toll booth,

the user is issued a ticket. While exiting the expressway through the exit toll booth, the user

submits the ticket to the toll operator and is charged on the basis of the distance travelled and

the type of vehicle. Thus, the toll fee paid by the user in this system is variable and is determined

by the distance travelled on the expressway.

The Toll Collection System shall be designed to work for 24 hours a day and 7 days a week so as

to provide accurate processing, auditing and reporting of each transaction. The system failures or

malfunctions are to be monitored by an online fault management system. The proposed for

guidance actual layout [number of entry and exit lanes] of the individual toll plazas proposed on

project road is as given below:




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Table 2-35: Number of Entry and Exit Lanes at Toll plazas

Location (Km) Number of Entry Lanes Number of Exit Lanes

0000 8 8

22100 8 8

31050 16 16

37125 12 12

48000 8 8

60000 16 16

65500 8 8

76000 6 6

95500 8 8

The toll plaza shall be equipped with Toll Admin Building which accommodates System Room,

Meeting Room, Admin & Account Office, Rest Rooms and Toilet Blocks etc. at each Interchange.

The small building which shall house the highway operation & maintenance equipment shall also

be provided at each Interchange. Weight bridge facility shall be provided at each toll plaza to

check the legal weight of commercial vehicles. The interchange at Mumbai Pune Expressway shall

have Advance Traffic Management System (ATMS) control room which shall have all systems to

facilitate overall expressway traffic management in real time

2.9 Metro Design Standards

Geometric Standards proposed to be adopted for Metro are detailed in the following sections.

2.9.1 Geometric Design Norms

The geometrical design norms are based on international practices adopted for similar metro

systems with standard gauge on the assumption that the maximum permissible speed on the

section is limited to 85 kmph. Planning for any higher speed is not desirable as the average inter-

station distance (29 stations in approx.70 km) is about 2 to 2.5 km and trains will not be able to

achieve higher speed.

2.9.1.1 Horizontal Curves

Description Underground Section Elevated Section

Desirable minimum curves 300m 200m

Absolute minimum radius 200m (only c/c) 120m

Minimum curve radius at station 1000m 1000m

Maximum permissible cant (Ca) 125mm 125mm

Maximum desirable cant 110m 110m

Maximum cant deficiency (Cd) 85mm 85mm

2.9.1.2 Transition Curves

Length of Transitions of Horizontal curves (m)

Minimum: 0.44 times actual cant or cant deficiency (in mm), whichever is higher.

Desirable: 0.72 times actual cant or cant deficiency, (in mm), whichever is higher.

Overlap between transition curves and vertical curves not allowed.




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Minimum straight between two Transition curves (in case of reverse curves): either 25 m or Nil.

Minimum straight between two Transition curves (in case of same flexure curves): either 25 m or

both curves should be converted in to the compound curve by introducing single transition

between the two circulars.

Minimum curve length between two transition curves: 25 m

2.9.1.3 Gradients

Normally the stations shall be on level stretch. In limited cases, station may be on a grade of

0.1%. Between stations, generally the grades may not be steeper than 3.0% However, where

existing road gradients are steeper than 2%, or for Switch over Ramps gradient up to 4%

(compensated) can be provided in short stretches on the main line.

2.9.1.4 Vertical Curves

Vertical curves are to be provided when change in gradient exceeds 0.4%. However, it is

recommended to provide vertical curves at every change of gradient.

Radius of vertical curves:

On main line (desirable): 2500 m

(Absolute minimum): 1500 m

Other Locations: 1500 m

Minimum length of vertical curve: 20 m

2.10 Pavement Design

Pavement design aims at determining the total thickness of the pavement structure as well as the

thickness of the individual structural components for carrying the estimated traffic loading under

the prevailing environmental conditions. Many design methods, from purely environmental

conditions. Many design methods, from purely empirical to rigorous analytical ones are available,

and these are practiced in different parts of the world. The design methods adopted in other

countries may not be applicable to Indian climatic conditions. Several approaches for the

pavement design are considered and most appropriate method has been adopted.

2.10.1 Review of Design Method for New Construction

The AASHTO and IRC methods of pavement design have been reviewed before recommending

the pavement composition. However, in the perspective of such review, it is important to note

that no method in practice can be considered better than the other as each method has its own

benefits and inherent limitations, owing to the characteristics of materials used in construction

and their complex interaction, climatic and traffic conditions.

The other methods of TAC and NAASRA may not be applicable for the current project road

pavement design due to limitations on fatigue failure criteria and nature of materials considered

in the design criteria does not suit the project requirement and hence the same were not

considered for pavement design.




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AASHTO-93, Guide for Design of Pavement Structures

This method of approach is based on empirical expression obtained from the AASHO road tests.

This approach considers the ‘Present serviceability Index’ (or PSI, the performance variable),

‘reliability’ (Probability that the pavement system will perform its intended function over the

design life and under the conditions encountered during the operation period), resilient modulus

of sub-grade besides the constituents materials, drainage and climatic conditions.

This method gives the total required pavement composition in terms of the parameter ‘Structural

Number’ (SN, which is represented by the sum of the product of the layer coefficient, the

thickness expressed in inches and the drainage coefficient pf each layer of pavement) and a

procedure to arrive at the individual pavement layer thicknesses in relation to the strength

characteristics of the pavement layer, defined as layer coefficients. An acceptable ‘serviceability’ is

considered as a main design criterion in this method. The end of design life is considered in the

form of terminal PSI, which usually corresponds to a minimum acceptable riding quality.

IRC: 37-2012, Tentative Guidelines for the Design of Flexible Pavement

The pavement designs given in this guide are based on the results of pavement research work

done in India and experience gained over the year on the performance of the design given

therein. Flexible pavement has been modelled as a three-layer structure with stresses and strains

at critical locations computed using the linear elastic model FPAVE developed under the ministry

of Road Transport & Highway Research Scheme, R-56 and further updated it with IIT PAVE

recently.

The pavement and specification are considered desirable from practical considerations; the

guidelines recommend modifications using an analytical approach.

IRC: 58-2011 Guidelines for the Design of Rigid Pavement

Guidelines for the design of Rigid pavements for highway were first published in 1984. The first

revision was made in 1988. A computer program, IITRIGID, was used the computation of flexural

stresses due to single and tandem axle loads.

The present version of IRC: 58 aim at rationalizing the design procedure by bringing it, as far as

possible, at par with current trends in design, as well as by including the spectrum of axle loads

as per present day vehicle fleet, considering cumulative fatique damage due to the combined

effect of load and pavement temperature variations. The Guidelines also include procedure for

design of pavement with widened outer lane, tied concrete shoulder, pavement bonded to

cemented sub base, design of longitudinal joints, expansion & contraction joints.

In case of problematic sub-grades such as clayey and expansive soils appropriate provision shall

be made for blanket course in addition to the sub-base as per the relevant stipulations of Irc:15.

The minimum sub-grade CBR 8% IS recommended for design.

Terminal load transfer efficiencies (LTE) for dowelled transverse joints an tied joints between the

slab and concrete shoulder have been taken as 50 percent and 40 percent respectively for the

stress computation through MEPDG guide (NCHRP,2004) recommended LTE values of 60 percent

and 50 percent respectively for dowelled and tied joints. This has been done to make design

more conservative considering the overloading in India




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2.10.2 Design Methodology

Considering the foregoing, design of flexible pavement is carried out based on IRC: 37-2012

“Tentative Guidelines for the Design of Flexible Pavements” and the overlay design has been

carried out based on the procedure of IRC: 81-1997.

The design shall be based on various design parameters as evaluated from various field and

laboratory investigations, design procedures with the objective` to ascertain optimal pavement

structure meeting the structural requirements for the traffic and complying with the provisions of

the relevant codes and guidelines. The structural requirements are:

(i) The total thickness of the pavement and the thickness of individual layers should be

designed in such a way that they are not subjected to stresses or strains exceeding those

admissible in view of the material characteristics and performance factors,

(ii) The pavement layers should be able to with stand repeated applications of wheel loads of

different magnitudes under the actual conditions of sub grade, climate, drainage, and other

environmental factors during the design life without causing

a. excessive permanent deformation in the form of rutting and undulations;

b. cracking of bituminous layers; and

c. other structural and functional deficiencies such as potholes

(iii) Ensure structural and functional performance under varied conditions and factors affecting

the performance of the road i.e. soil type, traffic, environment, etc.

Pavement design guidelines given in IRC:37-2012 adopts are based on the Analytical method

which is believed to have been developed based on performance of existing designs and using

analytical approach (to limit the vertical compressive strain at the top of sub grade and horizontal

tensile strain at bottom of bituminous layer adopting linear elastic model).

2.10.3 Pavement Design Parameters

Design Life

Design life is the time from original construction to a terminal condition for a pavement structure.

Structural design is carried to withstand the pavement for a traffic loading encountered over the

design life. IRC: 37-2012 suggests for Expressways shall be designed for a longer life of 20 years

or higher and also stage construction is adopted for bituminous road, thickness of granular layer

should be provided for the full design period and accordingly, design period of 10 years has been

considered for the design of flexible pavement. In case of cemented bases and sub-bases, stage

construction may lead to early failure because of high flexural stresses in the cemented layer and

therefore, not recommended stage construction for composite pavements. IRC: 58-2011 suggests

for minimum design period should be 30 years or higher. As per IRC: 37-2012,

Vehicle Damage Factor (VDF)

VDF values derived from axle load survey being less than the minimum values of codal provisions

and for design purposes, VDF Values are adopted from the IRC: 37-2012, which are given in

Table 2-36 below.

Table 2-36: Adopted VDF Values for MSA Calculations

Type of Vehicle Adopted VDF as Per IRC 37

LCV 4.5

2 AXLE 4.5




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Type of Vehicle Adopted VDF as Per IRC 37

Buses 4.5

Mini bus 4.5

3 AXLE 4.5

MAV 4.5

Sub grade CBR:

The observed CBR of borrow areas is mostly above 8 percent except for 3 locations, Hence a

minimum value of CBR of 8 percent has been considered to be as conservative for the design of

pavement.

Design Traffic MSA:

The total projected traffic is the sum of normal traffic, diverted traffic, generated traffic and

induced traffic. The total projected traffic on to the project road for different horizon years is

presented in Table 2-37 below. The traffic given in the table form the basis for MSA Calculations

for all sections and is presented in Traffic Analysis and Forecast report.

Table 2-37: Traffic Volumes for different Horizon Years

Link/ Section 1 2 3 4 5 6 7 8

No

de

From Navghar Bhivandi Katai Naka

Taluja Junction

Morbe Mumbai Pune Expressway

Jn Karanjade

MTHL Jn

To Bhivandi Katai Naka

Taluja Junction


Jn Karanjade MTHL Jn Jite

2021 T

raff

ic

Mini Bus 3683 3481 3569 2552 3304 2113 2935 3011

Standard Bus

1216 4626 4764 3410 4412 2814 3903 3992

Freight LCV

1061 994 1019 719 944 602 835 861

2 Axle Truck

3331 3216 3416 2457 3086 1956 2705 2672

3 axle Truck

2983 2869 3026 2179 2746 1752 2416 2396

MAV 3986 3803 3976 2855 3633 2317 3210 3220

2031 T

raff

ic

Mini Bus 7509 7096 7277 5202 6737 4308 5985 6138

Standard Bus

2480 9433 9711 6951 8994 5739 7958 8141

Passenger LCV

2336 2304 2496 1808 2224 1408 1936 1855

Freight LCV

2015 1888 1935 1364 1793 1142 1586 1634

2 Axle Truck

5453 5231 5499 3948 5003 3180 4404 4400

3 axle Truck

6042 5812 6129 4414 5562 3551 4895 4854

MAV 8072 7698 8049 5777 7354 4690 6498 6519

2031 T

raff

ic Mini Bus 10592 10009 10265 7338 9503 6077 8442 8658

Regional Bus

3497 13306 13699 9804 12687 8095 11226 11483

Freight LCV

3011 2822 2892 2039 2680 1707 2370 2442

2 Axle 6712 6440 6769 4860 6158 3915 5422 5416




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Link/ Section 1 2 3 4 5 6 7 8

No

de

From Navghar Bhivandi Katai Naka

Taluja Junction


Jn Karanjade

MTHL Jn

To Bhivandi Katai Naka

Taluja Junction


Jn Karanjade MTHL Jn Jite

Truck

3 axle Truck

9030 8687 9160 6597 8312 5307 7316 7255

MAV 11162 10644 11129 7987 10169 6485 8984 9015

2.10.4 Design Traffic (MSA) for Pavement Design

Base year traffic (vehicle category-wise & in terms of AADT), traffic growth rates, design life (in

terms of number of years) and vehicle damage factors are required to estimate the design traffic

in terms of equivalent standard axles. The following data have been considered to arrive at the

design traffic (MSA). Base year – 2015.

Traffic opening year – 2021 (assumed).

The overall design life for design of bases and sub-bases has been considered 20 years.

The project traffic for horizon years is directly adopted for design of pavement structures.

For flexible pavements, the percentage of vehicles in heaviest loaded lane is determined as per

IRC: 37-2012 guidelines and is given below:

Table 2-38: Lane Distribution Factor

Type of facility Lane Distribution Factor

4 -lane Dual Carriageway Roads 45% of total two directional traffic

With the base year traffic in terms of CVPD, annual growth rate of each of commercial vehicle

over the design period, design traffic in terms of MSA over the design life can be estimated using

the following formula:

N= (365X[ (1r)^n-1]/r)X A X D X F

Where,

N= Cumulative number of Standard axles to be catered

A = Initial number commercial vehicles per day in the year when the road is operational

r = Annual rate of growth of commercial traffic

n = Design period in years

D = Lane distribution factor, given below

F = Vehicle Damage Factor

The summary of MSA is given in Table 2-39 below.

Table 2-39: Design MSA For the Project Road

Homogenious Section Node Section Calculated

MSA




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Package-01 (0.000 to 23.000) Node 1 Navgarh to Bhivandi 161

Package-02 (23.000 to 47.700)

Node 2 Bhivandi to Katai Naka 203

Node 3 Katai Naka to Taluja Junction 214

Node 4 Taluja junction to Morbe 154

Package-03 (47.700 to 72.200)

Node 5 Morbe to Mumbai Pune Exp Jn 194

Node 6 Mumbai Pune Exp Jn to Karanjade 114

Node 7 Karanjade to MTHL Jn 157

package-04 (72.200 to 97.000) Node 8 MTHL Jn to Jite 158

It can be seen from above table that MSA for all sections varies from 160 to 215 and detailed

calculations are supplemented in a separate volume under design calculations for Pavement

Design.

2.10.5 Design of Pavement Structure

As per IRC: 37-2012, design of new flexible pavement applies to the new proposed green field

alignment of carriageway lanes including paved shoulders. Paved shoulders are proposed to be

constructed to the same standard as the main carriageway and thus forming an integral part of

the paved carriageway. With the design traffic loading in MSA and the sub grade strength in

terms of CBR, the pavement composition has been worked out by IRC design procedure to

account for the design period of 20 years.500mm thick sub grade will be placed on 200mm thick

embankment top layer which will also be constructed with selected borrow area soils with 8%

CBR. The pavement structure has been worked out for all the homogeneous sections of the

project road and is given in Table 2-40 below.

Table 2-40: Pavement Composition For the Project Road

Homogeneous

Section

Chainage

Km

Section

MSA

Design

CBR(%)

Pavement Composition IRC 37-2012(MM)

BC* DBM* WMM GSB Total

Composition

Package-01 0.000-23.000 161 8 50 135 250 200 635

Package-02 23.000-47.700

203 8 50 145 250 200 645

214 8 50 145 250 200 645

154 8 50 135 250 200 635

Package-3 47.700-72.200

194 8 50 145 250 200 635

114 8 50 120 250 200 620

157 8 50 135 250 200 635

package-4 72.200-97.00 158 8 50 135 250 200 635

Note: VG-40 bitumen is recommended for the current project.

Drainage Layer – Considering the requirements of drainage, as per the provisions of IRC: SP:

42, the GSB layer for full thickness shall be extended over entire formation width i.e. till the end

of embankment slope on both sides of the pavement carriageway.

2.10.6 Rigid Pavement Design

Design life is the time from original construction to a terminal condition for a pavement structure.

Structural design is carried to withstand the pavement for a traffic loading encountered over the

design life. IRC: 58-2015 suggests design life of 30 years for the rigid pavements and

accordingly, design period of 30 years has been considered for the design of pavement.




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Following pavement composition is suggested at rigid pavement locations:

Pavement Quality Concrete (PQC) =300mm

Dry Lean Concrete (DLC) =150mm

Granular Sub Base (GSB) 200mm

Sub grade 8% CBR =500mm

Synthetic Textile Layer (As Separation Layer)

2.10.7 Pavement Composition for Truck Lay byes

Consultants are proposing the paver block pavement for Project facility such as isolated areas

from Main Carriageway e.g. Toll Admin Building Plot, O & M Centre & ATMS Circular & Parking

Areas. The choice of concrete block pavement option has been based on following technical

advantages:

Technical Advantages

Paving blocks are manufactured from high strength, low absorption concrete in controlled

conditions, ensuring high quality control. High/low temperatures, moisture, petrochemicals do not

damage them. They offer high frictional resistance. They come to construction site as a finished

product, and require no curing, allowing traffic immediately after installation.

Paving blocks can be easily removed in order to correct pavement distress, or to allow utility

repair etc. Paving blocks have a good record of long-term performance under heavy loads in

industrial, airport and port applications also.

Short/ long duration parking of trucks is envisaged at the truck lay-bye areas. Hence these areas

will experience POL droppings from the truck engines for which concrete blocks will be more

durable compared to bituminous surface.

Uneven and differential deformation of subgrade/ underlying soils is more easily handled by

interlocking paving blocks as they can withstand greater deformation than conventional

pavements while remaining in service.

Design of Paver Blocks:

The design of paver blocks is based on guidelines specified in following standard:

IRC: SP: 63 – 2004, “Guidelines for the use of interlocking concrete block Pavement”

In order to provide a stable construction platform and firm support for CC blocks, a granular

aggregate base course (WMM), 250mm thick, is included as part of the pavement structure. To

provide a cushion between block pavements and base a layer of sand bedding is provided.

Similarly, a layer of open graded GSB, 250mm thick above the sub grade has been considered for

drainage of water to prevent excessive softening of sub grade and prevent erosion of the sub

grade under adverse moisture condition.

Following pavement composition is suggested:

CC Blocks (M-50) 100 mm




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Sand Bedding 30 mm

WMM (Min. CBR =100%) 250 mm

GSB (Open Graded)-drainage layer 250 mm (Over 500mm thick sub grade with 8% CBR)

2.10.8 Design of Service Roads

The service roads are mainly considered for local village traffic connectivity along/across the

alignment with the help of Vehicle Under Pass (VUP)/Light vehicle Under Pass (LVUP) and

overpasses. The proposed expressway is access controlled expressway; the commercial traffic is

not fly on service roads. However a significant portion of commercial vehicles also use service

road through the inter changes to reach the ware houses in the vicinity, this aspect is given

consideration while designing the pavement thickness for the service roads. The recommended

thickness of service roads are provided in Table 2-41.

Table 2-41: Pavement Composition for Service Road

Description Design Traffic

(Msa) Subgrade

CBR %

Pavement Composition

BC DBM WMM GSB

Service Road 10 8 40 60 250 200

2.11 Preliminary Bridge Designs

Structures are built to span physical obstacles without closing the way underneath such as

streams, valley, road or railway etc. for the purpose of providing passage over the obstacles. The

structures may be broadly divided depending upon the obstacle, namely Grade Separated

structure and Cross Drainage (CD) structure. The structure through which the traffic flows at

different level are called Grade Separated structure and the structure which is proposed to span

the water obstacle are called Cross Drainage structure. Further, on the basis of purpose of the

Grade Separated structure, it is of following type:

Structure, which is provided for crossing of vehicles over the project road, is called as

Vehicular Overpass (VOP).

Structure, which is provided below the project road for crossing of pedestrians, is called

as Pedestrian Underpass (PUP).

Pedestrian or cattle underpass, through which light vehicles of height up to 3m can also

pass, is called as Light Vehicular Underpass (LVUP).

Structure, which is provided above the project road for crossing of pedestrians, is called

as Foot over Bridges (FOB).

And, on the basis of length of the Cross-Drainage structure, it is classified as follows:

Structure of span up to 6m, is called as Culverts.

Structure of span greater than 6m and less than 60m, is called as Minor Bridge (MNBR).

Structure of span greater than 60m, is called as Major Bridge (MJBR).

The Design Standard for the designing and planning of the structures and the Improvement

proposal of the structures are discussed in the subsequent sections.




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2.12 Design Standard for Structures

The design of structures shall be done as per latest Indian Road Congress (IRC), Indian Standard

(IS) codes and MORT&H guidelines. Special publications, special literature and International

codes shall be referred where ever required for the designing of the structures. The IRC codal

provisions shall be the basis of the designing of the structures. Following have been considered

as per codal provision for the designing/planning of the structures:

All Grade Separated and Bridge structures shall have independent structure for each direction

of travel.

All the bridges shall be of High Level type.

Structures shall be designed with Limit State Method design approach with all the latest

recommendations and codal provision of applicable codes.

Location of the Grade Separated structures shall be guided by highway alignment and traffic

requirement.

Location of the Cross Drainage structure shall be guided by highway alignment except for

major bridges where the highway alignment shall be guided by the hydrological parameter,

location of bridge & approaches and site condition.

The spans shall be decided ensuring the economy, ease of construction, good riding quality,

safety, durability etc. for the structures.

Type of super structure shall depend upon the span of super structure. Pre-cast girders shall

be adopted for faster construction and also for better quality of construction.

Type of foundation shall depend upon the properties of foundation strata based on Geo-

technical investigations. Open foundation or pile foundation shall be adopted depending upon

the results obtained from the Geo-technical investigation. The foundation type shall also

depend upon the scour depth for the bridges.

The deck shall have unidirectional camber. Wearing course of thickness 65mm comprising of

40mm thick bituminous concrete overlaid with 25mm mastic asphalt shall be provided as per

MORT&H.

From durability point of view, the minimum concrete grades for structural components shall

be as per IRC 112 & MORT&H specifications.

The grade of all the un-tensioned steel shall be Fe500D.

The pre-stressing strands shall have minimum ultimate tensile strength 1862 Mpa

2.12.1 Design Loads

The structures shall be designed to sustain safely the most critical combination of various loads,

dead load, live load, water current effect, seismic forces etc. that can co-exist as per the

provisions of IRC-6. The permissible design stresses for the materials shall be adopted from the

relevant IRC codes. All the structures shall be designed for the condition when paved shoulder

and edge strip on median side is also used as carriageway. All the components of structures shall

be designed for a service life of 100 years except appurtenances like crash barrier, wearing coat,

expansion joint, and bearings. Following loads need to be considered during designing of the

structure as per IRC-6:




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Dead Load: effect of self-weight of the structure.

Live Load: effect of different combination of live load for applicable carriageway width.

Super-imposed Dead Load: effect of dead load of wearing coat, railing and crash barrier etc.

Wind Load: effect of wind load depending upon the location and height of structure on the

exposed area.

Water Current: effect of the velocity of water current on the sub structure.

Longitudinal Forces: effect of Braking, Tractive and Frictional forces.

Centrifugal Forces: effect of curvature on the moving live load.

Buoyancy: effect of water buoyancy on the submerged part of the structure.

Earth Pressure: effect of pressure caused by earth on the retaining structure.

Temperature: effect of uniform temperature difference and also the effect of differential

temperature on the structure.

Seismic Forces: effect of seismic forces depending upon the seismic zone on the structure.

2.12.2 Width of Structure

The width and arrangement of deck shall be as per IRC-SP-99 for the structures. The width of the

structures shall be as follows:

Culverts: The pipe culverts shall extend up to a distance of clear zone on either side of

carriageway. For the slab and box culverts, the outer face of the left crash barrier on the

structure shall be in line with the outer edge of the earthen shoulder. On the inner side, the

culvert shall extend up to full width of the median. Joint between the structures of two sides

may be provided at the middle of median. Typical cross section of the culvert and box culvert

is depicted in Figure 2-13 below:

Figure 2-13: Typical Corss section of Box Culvert

Bridges and Grade Separated Structures: The overall width of structure shall be such that the

outer face of the left crash barrier on the structure is in line with outer edge of earthen

shoulder and inside crash barrier is located at a clear distance of 0.75m from the edge of

outermost carriageway of adjoining road (the paved edge strip of 0.75m on median side shall

continue on the structure also). Cross section of Bridges and Grade Separated structure are

depicted below in Figures 2-14 & 2-15:




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Figure 2-14: Typical Cross-section of Underpass

Figure 2-15: Typical Cross-section of Bridge

2.12.3 Reinforced Earth Retaining Structure

The design of reinforced earth retaining structure shall conform to section 3100 of MORT&H

specifications & IRC SP102-2014. It should not be provided near the water body.

2.12.4 Rail Over Bridges

Following need to be considered for Rail over Bridges:

If the alignment of road at the existing railway crossing has skew angle more than 45

deg., the alignment of road or of pier/abutment shall be suitably designed to reduce the

skew angle up to 45deg.

The lateral and vertical clearance shall be as per railway authority.




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Outside the railway boundary, one span of minimum 12 m conforming to the requirement

of Vehicular Underpass shall be provided on the either side of ROB to cater for the local

traffic, inspection and pedestrian movement.

2.12.5 Rail under Bridges

Following need to be considered for Rail under Bridges:

Full roadway width as in the approaches shall pass below the railway lines allowing for

widening of expressway up to 8 lane at a later date and keeping space for utility.

The lateral and vertical clearance shall be as per highway requirement.

2.12.6 Durability and Maintenance

The structure shall be designed considering minimum requirement of maintenance during the

operation and for the same following shall be recommended:

The durability requirement as per IRC-112 shall be followed and the provision of clear

cover, grade of concrete, grade of steel, stresses in different material, spacing of steel

reinforcement etc. shall be as per relevant clause of IRC-112.

The material utilized shall be resistant to aggressive conditions.

Provision of replacement of bearing and expansion joint with ease.

Provision of camber and suitably designed drainage arrangement for collection and

disposal pf rain water to prevent any accumulation of water on the deck.

2.12.7 Safety Measure

Provision of suitably designed crash barrier to ensure safety of pedestrian and to hold out of

control vehicles on the carriageway from falling off shall be provided. Approaches of the

structure, having height greater than 3m, shall be protected with suitable safety barriers.

2.12.8 Codes and Special Publication

The structure shall be designed using the following codes and special publications:

2.12.9 Design Standards and Codes of Practices

The Design Standards and the codes of practices to be followed for this project are generally

based on the requirements laid down in the latest editions of IRC /IS codes of practices &

standard specifications, and guidelines of MORT & H. Additional technical references would be

used wherever the provisions of IRC/IS codes are found inadequate.

A) Following IRC codes are proposed to be used in the design

IRC: 5-2015 Standard Specifications & Code of Practice for Road Bridges, Section I -

General Features of Design.

IRC: 6-2014 Standard Specifications & Code of Practice for Road Bridges, Section II -

Loads and Stresses.

IRC: 22-2008 Standard Specifications and Code of Practice for Road Bridges, Section VI

- Composite Construction.




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IRC: 24-2010 Standard Specifications and Code of Practice for Road Bridges, Section V

- Steel Road Bridges (Limit State Method)

IRC: 78-2014 Standard Specifications and code of Practice for Road Bridges, Section

VII-Foundations & Substructure

IRC: 83-1999 (P-I) Standard Specifications and Code of Practice for Road Bridges, Section IX

- Bearings, Part I: Metallic Bearings

IRC: 83-2015 (P-II) Standard Specifications and Code of Practice for Road Bridges, (Part-II)

Section IX - Bearings, Part II: Elastomeric Bearings.

IRC: 83-2002 (P-III) Standard Specifications and Code of Practice for Road Bridges, (Part-II)

Section IX - Bearings, Part III: POT, POT cum PTFE, PIN & Metallic

Guided Bearings.

IRC: 83-2015 (P-IV) Standard Specifications and Code of Practice for Road Bridges, Section IX

-Bearings, Part IV: Spherical & Cylindrical Bearings.

IRC: 112-2011 Code of Practice for Concrete Road Bridges.

IRC-SP: 66-2016 Guidelines for Design of Continuous Bridges

IRC-SP: 69-2011 Guidelines & Specifications for Expansion Joints

MOST Specifications for Road and Bridge Works published by Ministry of Surface Transport

(Roads Wing), Government of India (Latest Edition)

B) Following IS codes are proposed to be used in the design

IS: 269-1989 Specs for Ordinary and Low Heat Portland cement.

IS: 383-1970 Specs for coarse and fine aggregate from natural sources for concrete.

IS: 432-1982 Specs for Mild Steel & medium tensile steel bars (Part I)

IS: 455-1989 Specifications for Portland slag cement

IS: 456-2000 Code of Practice for Plain and Reinforced Concrete-based essentially on

CP-110. (Fourth Revision)

IS: 800-2007 Code of Practice for General construction in steel

IS: 1364-1992 Hexagon Head Bolts, screws & nuts of products grades A & B part I. (Part I) Hexagon Had Bolts, (size range M1.6 to M64)

IS: 1786-2008 Specs for High Strength Deformed steel bars and wires for concrete reinforcement. (Superseding IS 1139:1966)

IS: 2911:2010 (Part I/Sec.2) Code of Practice for Design & Construction of Pile Foundation

Part I Concrete Piles. Section 2. Bored Coast-in-situ Piles.

IS: 2911: 2013 Code of Practice for Design & Construction of Pile Foundation Part 4 Load

Test on Piles.

IS: 14593-1998 Design and Construction of Bored Cast-in-situ Piles Founded on Rocks-

Guideline

C) For items not covered in the above specifications, provisions of following standards will be followed in the given order of priority:




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a) Relevant provisions of Euro codes of practices

b) Relevant provisions of AASHTO codes of practices

2.12.10 Proposal of Structures

This is a green field project and there is no existing structure in the project stretch. The detail of

proposed Culverts, Bridges, Grade Separated structures are discussed in the subsequent sections.

On the basis of detailed hydrological study with the help of Google, topographical survey data,

topo-sheets, history of flood, existing structure at up-stream or down-stream etc., Culverts and

Bridges have been proposed. And, Grade Separated structures have been proposed on the basis

of highway requirement, traffic requirement and presence of Railway Level Crossing. The

summary of structures is given below Table 2-42.

Table 2-42: Summary of Structure (Numbers)

Total Length of Project 97 Km

ROW 69.5m/99m/126 m

Major Bridge 41

Major Bridge (Service Road) 20

Minor Bridge 27

Minor Bridge (Service Road) 11

Interchange 9

Over Pass 2

Vehicular Under Pass 39

Pedestrian Under Pass 4

ROB 5

Flyover 51

Metro Station 34

Box Culvert 19

Pipe Culvert 3

Length of Tunnel (Both Side) (m) 6260

Note: * indicates that ROB is part of flyover from chainage 1+460 to chainage 8+300.

The selection of construction methodology, type of super structure, sub structure and foundation

are done considering the following factors:

Construction methodology – simple and easily available

Faster Construction – precast super structures

Economy – Onetime cost and maintenance cost

Quality of construction – long term durability

The deck configuration shall be adopted as mentioned in Design Standard section, as per IRC

provisions. Depending upon the length of the structure, spans of the super structure are chosen.

Shorter spans are not very economical option and it also involves number of piers, and,

construction of the same shall be a difficult and time taking task. Larger spans are not economical

option as it requires heavy machinery and expertise for construction. Mid-size spans are adopted

for the project structures which can be easily constructed, an economical option and also durable

for long term life of the structure. Precast Pre-stressed or Precast RCC Girders type super




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structure has been adopted for faster construction. This will also ensure better construction

quality. Continuous spans are proposed to reduce number of expansion joints and also to achieve

better riding comfort. The continuity has been provided by Deck Continuity, which is easy to

construct and has proven performance. Conventional RCC sub structure has been proposed with

pile foundation. The construction of pile foundation is also a fast and fixed time task. For small

structures, like, culverts, PUP, VUP, LVUP and VUPs, RCC Box type structure has been adopted

which is most economical, and the construction time is less. The list of proposed structure is

given in subsequent sections.

2.12.11 Details of Interchanges

The list of interchanges along the proposed expressway are presented below in Table 2-43.

Table 2-43: List of proposed interchanges

S. No.

Interchange Chainage km

Name of Interchange

Name of Crossing Road

1 0.00 Navghar Mumbai – Ahmedabad National Highway No.8

2 22.100 Deve Anjur Mumbai – Nashik National Highway No - 3

3 31.050 Katai Naka Thane – Shill Phata Kalyan Road,Katai – Ambernath Road &

Kolegaon-Ambernath road

4 37.125 Chirad Interchange at Taloja bypass

5 48.000 Morbe Interchange at Mumbai Vadodara Expressway & MMC

Merging

6 60.000 Borle Interchange on Mumbai Pune Expressway

7 65.500 Karanjade Interchange at Karanjade

8 76.000 Chirle Interchange for MMC to MTHL Connectivity

9 95.500 Balavli NH-17 Interchange (Balavali)

2.12.12 Bridges and Culverts

On the basis of detailed hydrological study with the help of Google, topographical survey data,

topo-sheets, history of flood, existing structure at up-stream or down-stream etc. Following

Tables 2-44 to 2-50 present the details of Culverts and Bridges (major and minor) proposed

Table 2-44: List of Major Bridges (MMC Alignment R12)

S. No. Chainage

(m) Span Arrangement Structure Remark

1. 1+380 4x40m PSC Girder with Pile

Foundation

Table 2-45: List of Major Bridges (MMC Alignment R11)

S. No.

Chainage (m)

Span Arrangement Structure Remark

2 8555 3x35m PSC Girder with Pile

Foundation Mangroves Area




Foundation Nalla near Bangala Pada

Gaon


Foundation -

6 11570 16x35m PSC Girder with Pile River & Pond near




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S. No.

Chainage (m)


Foundation Kharbhav Railway Station

7 12274 1x12.5+12x30m PSC Girder with Pile

Foundation Nalla near Kharbhav


Foundation Kamwari River near

Mangroves Area


Foundation -


Foundation Ugari River


Foundation Nalla


Foundation Nalla near Container Yard


Foundation Nalla near Purna


Foundation Nalla near BMC Pipeline


Foundation Nalla near Container Yard

16 27022

32X30m+1X60m+3X30m+3X35m+8X30

m

PSC Girder/Steel I Girder for Railway crossing with Pile

Foundation

Ulhas River near Mangroves Area

17 29120 4x35m PSC Girder with Open

Foundation

18 33268 4x25m+1x35m PSC Girder with Open

Foundation Pond near Hedutane

Gaon

19 33510 2 module of 3x10m RCC box with Open

foundation -

20 33713 8x25m PSC I-girder

21 34388 9x35m +

1x40m+4x30m PSC I-girder Combined with Flyover

22 39120 4x35m Precast PSC I Girder Proposed DP road

23 43390 2x (3x10) RCC Box Girder Pond

24 45770 3x25m Precast PSC I Girder

25 68117 16x30m Precast PSC I Girder Pond

26 68950 8x30m Precast PSC I Girder River near Chinchavli Tarf

Taloje

27 70495 4x35m Precast PSC I Girder

28 71210 8x30m+12X35m +8X30m

Precast PSC I Girder

29 80125 4x30 m Precast PSC I Girder Over river

30 80830 22x30m Precast PSC I Girder Over river

31 83320 6x10m Precast PSC I Girder Over Nalla


33 84670 3x30m+12.5m Precast PSC I Girder Over Nalla



36 92600 20x30m+1x60m Precast PSC I Girder Over Patalganga river



38 8806 6x35m PSC Girder with Pile Mangroves Area




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S. No.

Chainage (m)


Foundation


Foundation Nalla near Bangala Pada

Gaon

Table 2-46: List of Major Bridges on Service Road

S. No.

Design Chainage (m)

Span arrangement

Side Superstructure

1. 10768 2x35m LHS Side PSC Girder with Pile Foundation

2. 15630 3x25m Both Side PSC Girder with Pile Foundation





7. 19492 4x35m RHS Side PSC Girder with Pile Foundation



10. 29120 4x35m Both Side PSC I-girder with Open Foundation

11. 33268 4x25+1x35 Both Side PSC I-girder with Open Foundation

12. 34270 6X35 LHS Side PSC I-girder with Open Foundation

13. 39120 4x35 Both Side PSC I-girder with Open Foundation

14. 43390 2 (3x10) Both Side Open Foundation


16. 67994 8X25+1X33 LHS Side

17. 68210 8X25 Both Side

18. 68334 1x47 LHS Side

19. 71480 2X30 RHS Side

20. 71620 4X20 LHS Side

21. 80125 4X30 Both Side PSC I-girder with Open Foundation


23. 83320 6x10

24. 83730 10X30 Both Side

25. 83950 4X25 Both Side


27. 92594 6X25 Both Side

Table 2-47: List of Minor Bridges

S. No. Chainge

(km) Span arrangement

(m) Structure Remarks

1 9178 3x8m RCC Box Nalla near Sargam Water Park

2 9640 3x8m RCC Box Nalla near Paye Gaon

3 10300 2 X10m RCC Box Nalla near Paye Gaon

4 10900 2x25m PSC Girder with Pile Foundation

Mangroves Area

5 16645 3x10m RCC Box Mangroves Area

6 18100 2 X10m RCC Box Nalla near Bangala Pada Gaon

7 21075 2x8m RCC Box River & Pond near Kharbhav

Railway Station

8 22735 3x12m RCC Box Kamwari River near Mangroves




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S. No. Chainge

(km) Span arrangement

(m) Structure Remarks

Area

9 43944 2X10m RCC Box

10 44998 3 x 12m RCC Box Nalla near Kasheli

11 46455 1 x 10m RCC Box Nalla near Kasheli

12 46850 3x10m RCC Box -

13 65765 3x7m RCC Box Ulhas River near Mangroves Area

14 66000 2x18m RCC Box -

15 66100 3x7m RCC Box Pond near Hedutane Gaon

16 67435 2x10m RCC Box -

17 67565 3x7m RCC Box Pond

18 72550 3X12m RCC Box

19 72880 2x25m RCC Box River near Chinchavli Tarf Taloje

20 74750 3x7m RCC Box Natural Stream

21 79582 2x25m RCC Box Balanced Culvert

Table 2-48: List of Minor Bridges on Service Road

S. No. Design Chainage (m) Span arrangement Side Structure

1 9178 3x8m Both Side RCC Box






7 41626 2x12.5m LHS Side RCC Box

8 44998 3x12m RHS Side RCC Box

9 67435 2x10m RHS Side

10 67565 2x10.5m RHS Side

11 68334 1x47m LHS Side


13 72880 2x25m RHS Side


15 83320 2x(3x10) Both Side

16 48650 2x25m Both Side

17 90945 2x25m Both Side

Table 2-49: Details of Box Culverts

S. No Chaiange (m) Span Arrangement Structure Proposal

1 8274 1x6m RCC BOX

2 8645 1x6m RCC BOX








10 42990 2x6m RCC BOX




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11 43860 2x6m RCC BOX

12 47250 1x6m RCC BOX

13 81610 1x6m RCC BOX

14 83110 1x6m RCC BOX

15 84260 1x6m RCC BOX

16 85610 1x6m RCC BOX

17 88860 1x6m RCC BOX

18 90750 1x6m RCC BOX

Table 2-50: List of Box Culverts on Service Road

S. No. Design Chainage (m) Span arrangement Structure

1 29825 1x6m RCC Box





2.12.13 Grade Separated Structure

Following Grade Separated structures have been proposed on the basis of highway requirement,

traffic requirement and presence of Railway Level Crossings are detailed in following Tables 2-

51 & 2-52:

Table 2-51: Details of Crossing Structures

S. No. Chainage (m) Span Arrangement (m) Structure

1. 9330 1x12.5m RCC BOX

2. 10486 1x12.5 m RCC BOX

3. 15360 1x12.5 m RCC BOX

4. 16000 1x12.5 m RCC BOX

5. 17133 1x25 m RCC BOX

6. 21160 2x7.5m RCC BOX

7. 24165 1x12.5m RCC BOX

8. 27880 1x12.5m RCC BOX

9. 35100 2x12.5m RCC BOX

10. 36400 2x7.5m RCC BOX

11. 37931 2x7.5m RCC BOX

12. 38225 1x12.5m RCC BOX

13. 42647 1x12.5m RCC BOX

14. 43508 2x12.5m RCC BOX

15. 44006 1x12.5m RCC BOX

16. 45132 2x12.5m RCC BOX

17. 47109 2x12.5m RCC BOX

18. 65883 2x7.5m RCC BOX

19. 68430 1x25m RCC BOX

20. 71750 1x25m RCC BOX

21. 76557 2x15m RCC BOX

22. 78535 2x12.5m RCC BOX

23. 88245 2x12.5m RCC BOX

24. 89550 2x12.5m RCC BOX




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25. 94260 1x12.5m RCC BOX

Table 2-52: List of PUP

S. No. Chainage (km) Span Arrangement (m) Structure

1 23.883 1x7m RCC BOX

2 25.760 1x7m RCC BOX

3 28.587 1X7m -

4 29.303 1x7m RCC BOX

Table 2-53: List of Over pass

S. No. Chainage (km) Span Arrangement (m) Structure

1 96.830 1x12.5 m OP

Table 2-54: List of Railway Over Bridge


1 7300 LHS = 70+110+150 RHS = 50+120+150

Viaduct Over DFCL, IR & elevated Diva – Panvel Railway Corridor

2 28830 2x35m ROB- Vasai Diva Panvel line

3 93900 2x30m Over Railway line

Table 2-55: List of Flyover (MMC Alignment R12)

S No Chainage(m) Span Arrangement (m) Structure

1. 1 100 - PSC I Girder with Open /Pile Foundation

2. 2 5625 - PSC I Girder with Open /Pile Foundation

List of Flyover (MMC Alignment R11)

S.

No. Chainage (km) Span Arrangement (m) Structure

3. 11060 3x30m+1x35m+4x30m PSC I Girder with Open /Pile Foundation




7. 19040 1x25m+1x35m

8. 20625 12x30m PSC I Girder with Open /Pile Foundation



11. 25320 5x35m+4x30m PSC I Girder with Open /Pile Foundation

12. 30863 - PSC I Girder with Open /Pile Foundation



15. 37226 9x35m+40m+4x30m+12.5m PSC I Girder with Open /Pile Foundation






21. 41664 1x40m+1x60m PSC I Girder with Open /Pile Foundation






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S.

No. Chainage (km) Span Arrangement (m) Structure





28. 79159 2x25m+2x60m+4x25m

2x60m+8x25m+1x33m

PSC I Girder with Open /Pile Foundation



31. 84937.5 8x30m+3x35m PSC I Girder with Open /Pile Foundation









Table 2-56: List of Tunnel (MMC Alignment R12)

S. No. Chainage (km) Length (m) Structure Side

1 550 700m Tunnel Both Side

List of Tunnel (MMC Alignment R11)

S. No. Chainage (km) Length (m) Structure Side

1 69715 630m Tunnel LHS Side

2 69700 580m Tunnel RHS Side



2.13 Design Philosophy

In order to perform a cost effective detailed engineering design for all civil and structural works

within the purview of this contract, it was felt by the Consultant that the broad design philosophy

covering all aspects of analysis, design and specifications, that can influence the design

procedure, safety and durability of the structure from the perspective of a designer, needs to be

outlined at the commencement of design, so that all the involved agencies in the contract are

completely aware of the design strategy and once this document is accepted in principle by all

concerned, subsequent design that follows will be in conformity with this document.

The aim of this document is not to replace any pre-existing design rules as applicable to the

project. The aim is to customize the technical issues, which are not specifically defined in the

present codes and standards.

For the benefit of the project, this document is required to be approved by MMRDA so that the

design works can be performed taking into account the provisions of this design philosophy.




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2.14 Structural Systems

The work in this project can be broadly classified into 5 main structural parts namely Bridges,

Flyover, Vehicular Underpass, Pedestrian Underpass & ROB.

2.14.1 Structural System for Bridge’s/Flyover’s

2.14.1.1 Superstructure

The superstructure for the Bridge/flyover is proposed to be constructed using precast post-

tensioned I Girders with cast-in-situ RCC deck slab. The adoption of precast I girder will enable

speedy construction of the bridges where the casting of I Girders can go on in the casting yard

simultaneously with the construction of foundation/ substructure at site.

The span lengths proposed for the structures generally are in the range of 25m to 35m. Three to

four spans of deck slab continuity is proposed to provide better riding quality depending on

length of structure. For each 4 lane carriageway, it is proposed to provide section with six I

Girder’s for the Superstructure at 3.25m spacing. The overall depth of Superstructure will be in

the range of 1.825m to 2.425m (including deck slab). The total deck width is kept as 19.75m.

2.14.1.2 Bearings Arrangement

The Superstructure is proposed to be supported on a series of Free, Fix & Guided spherical

bearings. The Bearing arrangement will be such as to cater for vertical and lateral loads

transferred from the Superstructure and allowing for rotations at the joints. Bearing will be

provided below diaphragm to reduce pier cap width & also to reduce the number of bearings.

2.14.1.3 Substructure

The viaduct superstructure is supported on cast-in-place RCC cast in situ pier and pier cap. The

shape and size of pier & pier cap will be evolved from functional as well as aesthetic

considerations.

2.14.1.4 Foundation

The structure is proposed to be supported on 1.0/1.2m diameter bored cast in situ piles. The pile

capacity has been calculated based on the detailed geotechnical investigation at the project site.

Safe load is predicted based on static formula and confirmed based on initial vertical and lateral

load tests, conducted at the project site. Open foundation may also be proposed if rock is

available at shallow depths.

Pile cap will be provided in RCC. Minimum thickness of pile cap will be 1.5 times the pile

diameter. The top of pile cap will be kept at least 500mm below the ground level in case of

flyovers, however in case of perennial rivers or those channels where water is flowing throughout

the year, the bottom of pile cap will be kept above lowest water level.

2.14.1.5 Ramp Portion

The ramp portion of the flyover approach shall be provided with RE Walls.




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2.14.2 Structural System for Vehicular/Pedestrian Underpasses

The pedestrian Underpasses & Vehicular underpasses with clear span up to 15m is proposed to

be a closed RCC single cell box structure, resting on earth. This type of structure is easy to

construct and have very low maintenance as there is no bearing or expansion joint.

2.14.3 Structural System for ROB

2.14.3.1 Superstructure

The superstructure for the ROB over existing rail track is proposed to be constructed using

prefabricated Composite steel I Girders with cast-in-situ RCC deck slab as per the norms of Indian

railway.

The span lengths proposed for the structures will depend on the track spacing, future track

provisions & the skew angle. For each 4 lane carriageway, it is proposed to provide section with

seven composite steel I Girder’s for the Superstructure at 2.8m spacing. The total deck width is

kept as 19.75m.

2.14.3.2 Bearings Arrangement

The Superstructure is proposed to be supported on a series of Free, Fix & Guided spherical

bearings. The Bearing arrangement will be such as to cater for vertical and lateral loads

transferred from the Superstructure and allowing for rotations at the joints. Bearing will be

provided below girders.

2.14.3.3 Substructure

The viaduct superstructure is supported on cast-in-place RCC cast in situ pier and pier cap. The

shape and size of pier & pier cap will be evolved from functional and as per Railway’s

requirement.

2.14.3.4 Foundation

The structure is proposed to be supported on 1.0/1.2m diameter bored cast in situ piles. The pile

capacity has been calculated based on the detailed geotechnical investigation at the project site.

Safe load is predicted based on static formula and confirmed based on initial vertical and lateral

load tests, conducted at the project site. Open foundation may also be proposed if rock is

available at shallow depths.

Pile cap will be provided in RCC. Minimum thickness of pile cap will be 1.5 times the pile

diameter. The top of pile cap will be kept at least 500mm below the ground level.

2.15 Structural Issues

a. Design life & Durability considerations in design

This section covers design for durability and suggests provisions to ensure that adequate

durability is achieved for the given design life of 100 years for the permanent structures as per

the provision of chapter 14 of IRC 112.

The factors influencing durability include:

i) The use of the structure and the required performance criteria,

ii) The expected environmental condition,




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iii) The cover to embedded steel,

iv) The type and quality of constituent materials,

v) The cement content and water/cement ratio of the concrete,

vi) Workmanship, to obtain full compaction and efficient curing, and

vii) The shape and size of the member.

Basic steps in designing for durability are;

i) To establish the aggressiveness of the service environment (exposure condition), with

respect to the various mechanisms of deterioration. Different components of the

structure can be exposed to different service environment.

ii) To select the type of structure suitable for the service environment.

iii) To select the appropriate materials, mix proportions, workmanship, design and detailing,

including minimum cover to steel.

b. Classification of exposure conditions

The general environment to which the concrete structure will be exposed during its service life is

classified into four levels of severity. In doing so, it is possible that the classification relates to

specific mechanisms of deterioration. The relative importance of the various mechanisms will vary

from region to region and no generally applicable ordering of the mechanisms can be made.

It may be noted that the present IRC code classifies the condition of exposure in 4 classes,

namely ‘Moderate’, ‘Severe’, ‘Very Severe’ & ‘Extreme’. Since project corridor is passing through

coastal environment & relative humidity is >70%, ‘severe’ environment condition is considered for

design.

Table 2-57: IRC 112 Classification of Service Environment

S. No. Environment Exposure conditions

i) Moderate Concrete dry or permanently wet, concrete continuously under water.

ii) Severe Wet, rarely dry, humid (relative humidity > 70 percent), completely submerged in sea water below mid-tide level, concrete exposed to coastal environment,

iii) Very severe Moderate humidity (relative humidity 50 to 70 percent), concrete exposed to air-borne chloride in marine environment, freezing conditions while wet,

iv) Extreme Cyclic wet and dry, concrete exposed to tidal, splash and spray zones in sea, concrete in direct contact with aggressive sub-soil/ground water, concrete in contact with aggressive chemicals.

c. Durability provisions

Concrete mix proportions and cover

Presence of moisture is necessary for most of the deleterious actions to proceed, and low

permeability of concrete is a pre-requisite for durability, Greater impermeability is achieved

primarily by the control of water/cement ratio and selection of the cement type. The

water/cement ratio governs the strength of concrete, and strength classes are accordingly

chosen, as an indirect control on these parameters.




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Cover is the distance from the concrete surface to the surface of the nearest reinforcement,

including links, stirrups and surface reinforcement. Cover is more important from the

consideration of corrosion of steel in concrete. The cover thickness should at least be equal to the

distance of likely chloride ingress by diffusion over a time period equal to the design service life.

Chloride diffusion coefficient in concrete depends upon the water/cement ratio and the cement

type; it is lower for blended cements, and the lower the water/cement ratio. It is possible to

select combinations of the water cement ratio and cover thickness to achieve the objective.

However, the cover thickness should also take into account other structural aspects like safe

transmission of bond forces and control of crack width.

Taking these considerations into account, the requirements of concrete mix properties and cover

thickness for different exposure conditions considered in Table 1 of IRC 112, for 20 mm size

aggregate are given in Table 2-58 below.

Table 2-58: IRC 112 Durability recommendations for Service Life of at least 100 years

(20 mm Aggregate), RCC Structures

Exposure Condition

Concrete mix properties Minimum

Cover, mm Maximum water/ cement ratio

Minimum Cement content, kg/m3

Minimum grade of concrete

Moderate 0.45 340 M25 40

Severe 0.45 360 M30 45

Very Severe 0.40 380 M40 50

Extreme 0.35 400 M45 75

Chloride content

All constituents of concrete, that is, cements, aggregate, water and chemical admixtures,

may contain chlorides; and concrete may be contaminated by diffusion of chlorides from the

external environment. Total acid soluble chloride content in the concrete mix, expressed as

chloride ions, shall not exceed the following values by mass of cement;

Pre stressed concrete : 0.10 percent

Reinforced concrete (in severe, very severe or extreme exposure conditions) : 0.20 percent

Reinforced concrete in moderate or mild exposure conditions : 0.30 percent

Sulphate content

Sulphates are present in cements, and in some aggregates and mix water. It can also be

imbibed from the service environment, e. g. coastal environment The total water-soluble

sulphate content of the concrete mix, expressed as SO3, should not exceed 4 percent by

mass of cement in the mix.

d. Additional provisions for specific mechanism of deterioration

Some additional provisions for different mechanisms of deterioration are given below.

1. Corrosion of reinforcement

The normal way to design against corrosion is to ensure that there is an adequate cover to

the reinforcement and that the concrete in the cover region is of a high quality and is well

cured.




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2. Sulphate attack

Depending upon the concentration of SO3 ions in soil, sub-soil or ground water, appropriate

protective measures comprise selection of proper type of cement, mix proportions, and

protective coatings in severe cases. The details are given in following Table 2-59 from Table

14.4 of IRC 112.

Table 2-59: IRC 112 Requirements for Concrete Exposed to Sulphate Attack

Class

Concentration of Sulphates as SO3

Type of cement

Minimum cement content, kg/m3

Maximum water

cement ratio

Minimum grade of concrete

In soils

In ground water, g/l Total

SO3, %

SO3 in 2:1 water: soil extract, g/l

1 Traces < 1.0 < 0.3 OPC, PPC or

PSC 280 0.5 M25

2 0.2 to 0.5 1.0 to 1.9 0.3 to 1.2 OPC, PPC or

PSC SRPC

330

310 0-5 M25

3 0.5 to 1.0 1.9 to 3.1` 1.2 to 2.5 SRPC,

PPC or PSC

330

350

0.5

0.45

M25

M30

4 1.0 TO 2.0 3.1 to 5.0 2.5 to 5.0 SRPC 370 0.45 M35

5 > 2.0 > 5.0 >5.0 SRPC with protective coatings

400 0.4 M40

Note: If the requirements of maximum water/cement ratio, minimum grade of concrete and minimum cement content are stricter from other durability considerations (Table 2) as

compared to what is specified in the Table 4 above, the former will govern.

e. Material Parameters

i. Concrete

1. The concrete grades and the corresponding condition of exposure, minimum concrete

grade, minimum cement content, maximum water cement ratio and minimum clear cover

to reinforcement for various components of the structure is proposed on the basis the

durability requirements. More stringent requirements out of the above two criteria has

been considered and given in Table 2-60 below:

Table 2-60: Proposed Concrete Grade, Cover to Reinforcement & Other Durability Measures

Element Condition of

Exposure

Minimum Concrete

Grade (Mpa)

Minimum Cement Content (Kg/m3)

Maximum W/C Ratio

Minimum Clear Cover (mm)

A. Flyovers/Bridges/ROB

PILE FOUNDATION SEVERE M35 400 0.4 75

PILE CAP SEVERE M35 380 0.45 75

PIERS & ABUTMENTS SEVERE M40 380 0.4 50

PIER CAPS SEVERE M45 380 0.4 50

PSC I GIRDER/ CAST-IN-SITU DECK SLAB/ PEDESTAL/SEISMIC ARRESTOR

SEVERE M50 380 0.4 40




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APPROACH SLAB SEVERE M30 380 0.45 50

FRICTION SLAB & CRASH BARRIER

SEVERE M40 380 0.4 50

B. VEHICULAR & PEDESTRIAN UNDERPASSES

RCC COMPONENTS SEVERE M35 380 0.4 75

2. Coefficient of Thermal expansion 12.0 x 10-6/oC as per clause 215.4 of IRC: 6 – 2014

Poisson’s Ratio 0.20 as per clause 6.4.2.5 of IRC 112-2011

Instantaneous Modulus of Elasticity of Concrete : As per Table 6.5 of IRC: 112-2011

Modular ratio: Modular ratio of all concrete shall be taken

as Es/Ecm

Humidity Ratio the average humidity ratio shall be taken

as 70% in design.

ii. Cement

Portland Slag Cement conforming to IS: 455 shall be used for pile & pile cap. For Bridges,

Underpasses, Piers, Pier caps, Pedestals & Superstructure of the flyover and for the portion of

footbridge above ground, ordinary Portland cement of grade 43/53 shall be used.

iii. Reinforcement

Only thermo mechanically treated bars of Grade Designation Fe 500D conforming to IS 1786

(Deformed Bar). The uniform elongation of the reinforcement bar shall be not less than 14.5% to

ensure adequate ductility under seismic loads.

Young’s Modulus of Elasticity for reinforcement bars shall be taken as 200,000 Mpa.

Bars of following diameters shall only be used: 10, 12, 16, 20, 25 & 32 mm.

iv. Pre-stressing Steel

1. Pre-stressing steel of the following grades are proposed to be used :

Type of Strands : Uncoated stress relieved low relaxation 7 ply uncoated stress relieved high

tensile steel strands of Class II with nominal diameter 15.2mm conforming

to IS 14268 : 1995. Modulus of Elasticity of tendons shall conform to clause

6.3.5 of IRC 112.

v. Breaking Strength and Jacking Force

Breaking strength of each strand = 26.07 t

Jacking Force = 0.75 x 26.07 = 19.55 t

vi. Sheathing Ducts

Corrugated HDPE sheathing ducts conforming to the requirements spelt out in clause 13.4.3

of IRC: 112 – 2011 shall be used. The sheathing diameter shall conform to the

manufacturer’s recommendations for the type of cables used. The friction and wobble

coefficients to be used in design shall be as under :

Friction (Wobble, k) = 0.0020 m-1




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Friction due to curvature ( = 0.17 rad-1

vii. Bearings

It is proposed to adopt a combination of free bearings, Guided bearings and fix spherical bearings

for the Flyovers/ Bridges/ ROB.

viii. Expansion Joints

All expansion joints are proposed shall be of strip seal type conforming to IRC: SP: 69-2011. A

movement up to 80mm shall be permitted for a single strip seal joint. Modular joints shall be used

for movement in excess of 80mm.

f. Time Dependent Characteristics of Materials

For the purpose of design, long term losses in pretesting will be calculated in accordance with the

provisions of IRC: 112-2011.

g. Design Loads & Load effects

i. Dead Loads and Superimposed Dead Loads

Following Unit weights will be assumed in the design in conformity with IRC:6-2014

a) Reinforced Concrete 2.5 t/m3

b) Pre-stressed Concrete 2.5 t/m3

c) Plain Concrete 2.5 t/m3

d) Structural Steel 7.8 t/m3

e) Wearing Coat 2.2 t/m3

ii. Wearing Coat in Carriageway

Wearing coat in carriageway shall comprise of 40mm bituminous concrete overlaid with 25mm

thick bitumen mastic layer.

iii. Live Loads

1. Carriageway Live Loads

For the 18.75m carriageway, the number of lanes for the design purpose shall be taken as 5 as

per Table 2 of IRC: 6-2014. Most severe live load combination will be used for design among the

all possible live load combinations.

iv. Loads for design of Crash barriers

The crash barriers are proposed to be of Low Containment type P2 as per clause 206.6 of IRC:6 –

2014. The minimum design requirements, as spelt out in Table 4 of IRC 6 shall be followed.

However in spans over ROB High Containment type P3 will be proposed.

v. Longitudinal forces

The coefficient of friction for the free bearings will be taken to be 5%. The longitudinal force due

to breaking & friction will be calculated as per clause 211 of IRC 112.

vi. Seismic Loading




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The structures are located in seismic zone III as per the IRC: 6-2014. The design of structure for

seismic loads shall be based on clause 219 of IRC: 6-2000. Importance factor shall be considered

as 1.2 for all the structural components in this project.

vii. Wind Loading

Wind loads; in general do not govern the design of permanent structure since seismic load is

more onerous. However Wind forces will be determined in accordance with the clause 209 of IRC:

6 – 2014, wherever required.

viii.Temperature Loads

The bridge superstructure components i.e. Bearings & Expansion joints will be designed for a

temperature variation of /- 10oC plus the mean of “highest maximum temperature” and the

“lowest minimum temperature”, considering extreme climate.

The “highest maximum temperature” for Mumbai may be taken as 45oc and the “lowest minimum

temperature” may be taken as 10oC. The uniform temperature variation for the purpose of design

may therefore be taken as /- 37.5oC [= (4510)/210]

The superstructure will also be designed for effects of distribution of temperature difference

across the deck depth as per clause 215.3 of IRC: 6-2014

ix. Effect of Differential Settlement

As deck slab continuity is provided in superstructure, there will be no effect of differential

settlement on girders.

h. Load Combination for Stability Checks & Stress Checks

Provisions of IRC: 78-2014 shall be followed for stability checks in foundation and checking of

loads on piles. For structural design of individual components and stress checks however the load

combinations to be adopted shall conform to IRC: 6-2014.

i. Allowable stress in Concrete & Reinforcement

The permissible stresses in concrete and steel reinforcements shall conform to relevant IRC codes

of practices. Limit state approach as laid down in IRC 112-2011 shall be followed in general for

the design of various components.

j. Construction Methodology for Superstructure

Casting of PSC I girder on casting bed.

Stressing of stage I cables after 7 days of casting or when the concrete attains the

desired Strength whichever is later

Stressing of stage II cables after 21 days of casting or when the concrete attains the full

strength, whichever is later.

PSC I-Beams will be placed on temporary bearings/support.

Deck slab & diaphragm will be casted after 28 days of casting of girder.

Permanent bearings shall be place on pedestal.

Superstructure shall be shifted on permanent bearings below diaphragm after removing

temporary supports.




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SIDL shall be laid 28 days of casting of deck slab.

k. Main Software for Structural Calculations

Standard software to be used for different purposes shall be as under:

1. STAAD Pro

2. In-house developed Excel Worksheets

3. AutoCAD

2.16 Structural Analysis & Design Methodology

i. General

In this report, a general approach proposed to be adopted for the design is stated. The detailed

approach will be outlined in the respective design calculations. For the purpose of analysis,

STAAD / PRO software shall be used extensively. For design of various structural components,

several validated in-house software’s will be used.

2.16.1 Design basis & assumptions

1. Pile Foundations

1.0 /1.2m diameter bored cast-in-situ piles are proposed for the foundations.

a) The capacity of the pile shall be estimated based on static formula as given in Appendix – 5 of

IRC:78-2014.

b) Results of sub-soil investigation shall be used for adopting the value of angle of internal

friction and cohesion “C” of the soil.

c) Following limiting values shall not be exceeded for computation of safe load as per static

formula:

Angle of wall friction “ δ” shall be taken as equal to “ δ”.

Value of angle of internal friction, “ φ” shall be taken as “ φ eff”.

Coefficient of earth pressure “K” shall be taken as 1.5 for assessment of pile capacity.

Maximum overburden pressure at the pile tip for calculation of shaft resistance and end

bearing resistance shall be limited to 20 times the pile diameter.

d) Initial load test shall be conducted for axial capacity to verify the safe load capacity as

assessed based on static formula. The initial load test shall be as per provision of IRC 78,

conforming to IS 2911 (Part 4).

e) The lateral load carrying capacity of piles shall be determined based on the requirements as

stated in IRC:78-2000. The Initial Lateral load test shall be conducted to verify / confirm the

safe lateral load carrying capacity.

f) The load carrying capacity of pile shall also be checked by conducting routine load test on

working pile.

2. Pile Cap

a) The minimum thickness of pile cap shall be kept as 1.5 times the pile diameter.

b) Top of the pile shall project 50mm into the pile cap.

c) Pile cap will be designed by bending theory.




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d) Pile cap will be provided with an offset of at least 150mm beyond the outer face of the outer piles.

3. Design of Pier, Pier Caps, Abutment & Abutment cap

Analysis, design and detailing will conform to the stipulations of relevant IRC codes and good

engineering practice.

2.16.2 Precast PSC I Girder Superstructure

The proposed PSC I Girder superstructure will be analyzed in the longitudinal direction using a

grillage model on STAAD PRO. The loads and moments due to dead load will be carried by

individual girder section but service loads i.e. SIDL & Live load will be carried by Composite

section. The transverse analysis of the will be carried out by conventional method by considering

it as continuous beam supported over longitudinal girders.

2.17 Structures Proposal

The Design philosophy for all various parts of the bridges/structures viz. superstructure,

substructure, foundations and protection works was primarily based on relevant IRC codes of

practice (prescribed for design, execution, maintenance and safety during construction and

service), IRC specifications, latest guidelines and circulars of NHAI and relevant Bureau of Indian

Standards (BIS).

2.18 Traffic Control Devices/Road Safety Devices/ Road Side Furniture

The road is expected not only to provide a structural carriageway for the traffic but also to

provide necessary information, direction and safety environment to the road users. To fulfill

above objectives, a road is to be furnished with necessary road furniture and appurtenances to

ensure a safe and smooth passage along and across the road. Such essentially required road

furniture and appurtenances are broadly identified as:

Road Signs;

Road Markings;

Roadside Safety/ Crash Barriers.

Road Delineators;

Kilometer and Hectometer Stones;

Boundary Stones;

Overhead Traffic Signs

Traffic impact attenuators may include, use of road humps and rumble strips and utility

crossing ducts.

In addition to above, IRC: SP: 99 define some facilities under the heading of “Project Facilities”.

These are:

Pedestrian Facilities (footpaths, pedestrian guard rails, pedestrian crossings)

Street Lighting

Truck Lay-byes

Cattle Crossings




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Traffic Aid Posts

Medical Aid Posts.

2.19 Signage and Marking

Pavement markings are proposed as per IRC: 35 - code of practice of pavement markings. Road

signs are designed as per IRC: 67 - code of practice for road signs

2.20 Street Lighting

Road lighting shall be provided at following locations as per standards provided in IRC SP 99:

Interchange lighting: complete lighting shall be provided on all interchanges.

Bridges, Tunnels & underpass structures: Lighting shall be provided inside the

underpasses. Lighting of bridges and overpasses should be of the same level and uniformity as the roadway.

Toll Plaza: Lighting shall be provided in & around the toll plaza as specified in the IRC-SP

99.

Wayside Amenities: All wayside amenities shall be provided with lighting.

2.21 Utility Ducts and Cross Ducts

Space for utilities has been proposed at edge of the proposed ROW. Utility ducts shall be

provided at suitable interval say 1000m in urban sections and on intersections in rural sections for

cross roads. These ducts shall be made of NP3 pipes of minimum 450mm diameter and shall be

provided below the ground level.

2.22 Landscaping

The landscaping takes into account the overall functional and aesthetic aspect and arrangement

of all the following road furniture items so that they are in harmony with the surrounding and will

add the beauty of road-scape. Some of these considerations are given below.

Arboriculture i.e., plantations along the median and roadside where space is available

Road cross-sectional elements like, footpath surface, median space

Junctions and intersection elements

Maintenance and up keeping

2.23 Utility Shifting

The study involves collection of details regarding utilities coming under the project corridor with

the objective of relocating these utilities away from the corridor of impact.

Mapping of all the over-ground utilities was done with help of topographic survey and Road

Inventory Survey. Following existing over-ground utilities on Project Road need to be shifted:

Electric Poles

Telephone Poles

Transformers




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High Tension Towers

Hand Pumps

Water Tanks

OFCs

Trees (to be felled)

Guard Railings

Water pipe lines

Drains

Utility lines running underground along different Road can be grouped under the following

categories, each of them have distinct characteristics:

Sewer and drainage lines

Water supply lines and

Telecommunication cables/OFCs.

In urban areas most of the above utilities are running underground buried along and across the

roads and some of them are overhead utilities due to easy access for operation and maintenance.

The consultant has proposed to relocate all underground utilities like cables, OFCs to utility area

provided.

The Contractor however, needs to identify all buried / underground utilities and relocate them in

consultation with relevant authorities and project authorities.

2.23.1 Details of Utility Shifting & Locations (In General)

1. Summary of Major Utilities

Minor utilities: Utilities located up to a depth of 1.5m can be supported or hanged while carrying

out the construction work.

Major utilities:

− L. T. & H. T. lines of Electricity

− Transmission Towers (Pylon)

− Water Pipelines;

− Steel pipe gas lines.

The major utility services are enlisted below:

Water Pipe Lines Along / Across Corridor -

At several locations water lines (M.I.D.C.) of various diameters are crossing the alignment. The

Consultant proposed a structure design in a manner such that no diversion will be required for

the same. Details of Water Lines are given in following Table 2-61.

Table 2-61:Details of Water Lines

Sr. No

Chainage (km)

Description Proposed Pattern

Alignment Crossing Type (Along/Across)

Utility Owners

Quantity (m)

Remarks

1 20.650 M.I.D.C. - Water Lines

Keep As It is, Structure

Across M.I.D.C. 2




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Sr. No

Chainage (km)


Alignment Crossing Type (Along/Across)

Utility Owners

Quantity (m)

Remarks


can be designed

accordingly, for no

disturbance

Across M.I.D.C. 1


Across M.I.D.C. 1


Across M.I.D.C. 1


Across M.I.D.C. 1

6 76.000 CIDCO Water Supply Pipe Line

Need to be shifted

Parallel to MMC from CH 76.000 To CH 77.800

CIDCO 1


Keep it as it. Its protecting structure can be design

Across CIDCO 1


Keep it as it. Its protecting structure can be design

Across CIDCO 1

Electric Utilities along / across the Corridor –

At several locations, 11kv/22kv/33kv/66kv power cables belonging to MSETCL, MSEDCL and TATA

Power in the entire stretch of corridor are running along and across the proposed alignment in

underground position and a few of them are likely to be affected. Details of affected HT & LT

Cables are listed below in Tables 2-62, 2-63 and 2-64.

Table 2-62: Details of Affected HT Cables

Sr. No.

Chainage (From - To)


Alignment Crossing (Along/

Across) Utility Owners Remarks

1 03.650 to 03.860 HT Lines Underground Across M.S.E.D.C.L

2 17.100 to 17.150 HT Lines Underground Across Torrent Power
























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Sr. No.



Alignment Crossing (Along/

Across) Utility Owners Remarks

23 84.750 HT Lines Underground Across M.S.E.D.C.L

24 93.000 HT Lines Underground Across M.S.E.D.C.L

Table 2-63: Details of Affected LT Cables

Sr. No.



Alignment Crossing Type

(Along/Across)

Utility Owners

Remarks

1 0000 to 0030 L. T. Lines Underground Across M.S.E.D.C.L Including 2 sets of D. P.

poles

2 6150 to 6460 L. T. Lines Underground Across M.S.E.D.C.L


L. T. Lines Overhead Along M.S.E.D.C.L


5 10450 to 10550 L. T. Lines Underground Across Torrent Power


L. T. Lines Underground Across Torrent Power












Table 2-64: Details of Affected Transmission Towers (Pylons)

Sr. No.

Chainage (From -

To) Description

Alignment Crossing (Along/ Across)

Utility Owners

Tower No. (as given by Concerned

Authorities)

Tower Voltage

(KV)

No. of Tower/s Affecting

Proposed No. of

Tower/s

1 1.300 Mori Village Across M.S.E.T.C.L.,

Boisar 228 220 1 1

2 9.900 to 10.900

Bangala pada

Along & Across

M.S.E.T.C.L., Padghe

110, 111, 112, 113, 114, 115,

115A

220 7 10

3 23.000 to 24.000

Mankoli, Shree Ram

village Across

M.S.E.T.C.L., Kalwa

381 220 1 2

4 27.800 to 27.900

Bhopar Gaon

Across TATA

POWER 35 OR 39 110 1 4

5 31.700 to 31.800

Hedutane (Near Main

road) Across


137 220 1 2

6 32.100 to 32.200

Hedutane (Near Main

road) Across


14 100 1 2




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Sr. No.

Chainage (From -

To) Description

Alignment Crossing (Along/ Across)

Utility Owners

Tower No. (as given by Concerned

Authorities)

Tower Voltage

(KV)

No. of Tower/s Affecting

Proposed No. of

Tower/s

7 45.200 to 48.000

Wavanje, Mahodar

road, Cinchavli

road

Along M.S.E.T.C.L.,

Kalwa

125, 124, 123, 122, 121, 120,

119, 118, 117

400 7 8

“Identified all the above utilities as per the alignment attached. However, the provision in the

cost for handling utilities have been made on per UNIT COST basis, in consultation with the

utility owners. ”

2.24 Tunnel

Tunneling is different from other civil engineering structures. Conventional structures are made

from man-made materials and on ground surface. The properties of materials and the structural

loading are known well in advance and it is easy to design such structures with known design

tools without much ambiguity.

Tunnels, on the other hand, are constructed through ground comprising of hard rocks, soft rocks

and soils. In all cases, the properties of the ground masses and their behavior vary and needs to

be ascertained. The tunnels lie below ground requiring sub-surface exploration. Sub-surface

explorations in the form of exploratory bores taken along the alignment of the tunnels give a

good idea of the properties of ground mass at the location of the bores. However, based on the

data obtained from the adjacent boreholes, the geologist has to use his own judgment to predict

the geology intervening between the bore holes and prepare a Longitudinal Section along the

alignment of the tunnels which is required to be used for time and cost estimates etc. This

introduces one kind of inexactness. Even in the so called hard competent rock, existence of few

weak rock intrusions and weak zones can never be totally ruled out.

Geology plays significant role during planning and construction stage of any tunnel project. This is

because of the uncertainty and risk involved in the tunnel /underground project. Engineering

geological & geo-technical investigations of tunnel projects are of paramount importance in

understanding the geological set up of varied terrains and their geo-dynamic development. The

purpose of most engineering geological work is to ensure that a proposed structure is built at the

lowest cost consistent with currently accepted safety standards within the estimated time frame.

The main goal of this report is to assess engineering geological conditions along the tunnel for

the 4 lane from Navghar (Vasai) to Chirner (Panvel).

Overall, the present report includes:

Examine the site specific geological framework;

Proposed tunnel alignment

Assess the geological condition; Regional geology and local geology and morphology

Tunnel alignment

Geometric alignment, layout, Dimensions and profile

Tunnel cross section-with dimensions and details

Principles of design and construction.




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Surface mapping

Surface geological mapping have been carried out to collect the required geological and

geotechnical data which have been utilized in fulfilling the following objectives:

To evaluate and optimize the layout of the tunnel on geological considerations.

To collect sufficient qualitative and quantitative geological and geotechnical information for

techno economic design of the tunnel components so that basic parameters for major

structures can be optimized.

To collect sufficient data to plan suitable construction methodology and a reasonable cost

estimate, etc.

Detailed geological mapping of the proposed tunnel alignment were carried out on 1:1000 scale.

During the surface geological mapping, different rock types and overburden material have been

classified. Geotechnical parameters of specific outcrop were collected for rock mass

characterization and classification.

2.24.1 Geometric Alignment, Layout, Dimensions and Profile

The horizontal alignment has been worked out after discussion with MMRDA officials. The

tentative lengths of the tunnel are as under:

S. No. Chainage Length Typical Cross Sectional Features for Tunnel

1 69400 to 70030 630 m (LHS) 590 m (RHS)

Two carriageway of 4 lanes each and Metro in the median

2 73350 to 74670 1320 m Two carriageway of 4 lanes each and Metro in the median

3 74850 to 76050 1200 m Two carriageway of 4 lanes each and Metro in the median

With reference of Preliminary Project Report, three tunnels with length 630 m (LHS) & 590 m

(RHS) (T1), 1320 m (T2) and 1200 m (T3) long, 22.15 m wide tunnel section is proposed.

Vertical gradient of almost 4% downhill passes all through the carriageway. There won't be any

drainage problem in the proposed geometry of the tunnel as whole the discharge from the tunnel

will be carried to the stream flowing just after the portal of the tunnel.

2.24.2 Tunnel Cross Section with Dimensions and Details

The cross sections of the Chirner tunnel are as given below:




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Finished width of the tunnel is 22.150. Portal provided in this project is as presented. The

clearance height is 5.5m. The crown portion with height 3m is provided for ventilation purpose.

The width of road (carriageway) is 18.750m. All the dimensions are taken with reference to IRC

78.

Lane Width

The cross section design is consistent with guidelines indicated in all IRC standard reference for

multi-lane facilities. Generally, this will consist of:

2x3.5m traffic lanes for the dual carriageway sections, mountainous and steep terrain.

Median width

Of the four IRC references used, only IRC: 73-1980 : Geometric Design standards for rural (Non

urban) Highways provides guidance on the width of medians. This reference calls for a minimum

median width of 3.0m where land is restricted.

Circulars NHAI/PH-II/NHDP/ADB/GM (NS)-I for a minimum width median for corridor roads.

As such median widths would greatly increase the construction costs in the project’s mountain

and steep terrain areas, it is proposed to adopt a reduced width of 1.2m (including the lane

clearance to the median). The median width therefore varies with the topography. However the

median width will be largely dictated by the topography, since individual carriageways are very

often proposed to be at different levels along the route.

Cross slopes

The cross slopes recommended in IRC references, are as follows:

2-2.5% for AC roadway surface (IRC:52-2001)

1.7-2.0% for AC roadway surface (IRC:73-1980, IRC-SP:48-1998)




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3-3.5% for AC roadway surface (IRC: SP20-2002)

The standard which should give the relevant value is that in the hill road standard, i.e. IRC:SP:

48-1998). A value of 2.0% cross fall (unidirectional) has been adopted in the report.

Shoulder widths

A shoulder is the portion of the roadway contiguous to the carriageway for the accommodation of

stopped vehicles, traditional and intermediate non-motorized traffic and pedestrian, emergency

use, the recovery of errant vehicles, and lateral support of the pavement courses. It varies from

1.5m to 2.0m.

Side slope and back slopes

Site investigation and analysis has revealed that slope protection measure are necessary for most

side slopes and back slopes. Both hill side and valley side slopes are to be protected with

recognized techniques, such as gabion walls, facia gabions with mesh system, etc. In addition to

the same, rock bolting/ nailing along with geo-textile mesh can also be reviewed with shotcreting

over the rock facia, depending upon the geological requirements of the stretch. Masonry stone

retaining and revetment walls are to be used for downhill and river protection works.

Sight Distances

The safe stopping sight distance for divided carriageway for Mountainous and steep terrain are

given below. The desirable values of sight distance shall be adopted unless there are site

constraints. A minimum of safe stopping sight distance shall be available throughout. Table 2-65

below presented the sight distance section process based on various standards/IRC Codes.

Table 2-65: Selection of Sight Distances

Terrain Sight Distance IRC 52-2001 IRC-SP: 48-1998 IRC 73-1980 Selected

Mountainous Ruling 60 60 60 60

Minimum 45 45 45 45

Steep Ruling 45 45 45 45

Minimum 30 30 30 30

Maximum Gradient:

Vehicle operation on gradient is complex and depends on a number of factors: severity and

length of gradient; level and composition of traffic, and number of overtaking opportunities on

the gradient and in the vicinity, the latter however are not applicable for a-lane highway.

Maximum vertical gradient is an extremely important criterion that greatly affects both the

serviceability and cost of the road. The gradient standard as per IRC values of 5, 6 and 7,

respectively, for mountain terrain and 6, 7 and 8 respectively, for steep terrain and these shall

been adopted for the design of the project.




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2.24.3 Principles of Design

IRC SP 91-2010 Guidelines for Road Tunnels;

The assessment of geological condition along the tunnel route is mainly based on the study of

geological maps existing for this area, literature & information collected during the field

reconnaissance survey. Engineering geological conditions and potential challenges discussed in

this report are based on available literature in rock engineering, and the conditions are especially

discussed with respect to modern Tunneling Practice.

2.25 Metro Design

As per travel demand modelling the metro is required in sections listed in Table 2-66 by 2031.

Table 2-66: Sections recommended for Metro by 2031

Location Node

Kharbao (km 10) to Bhivandi 1-2

Bhivandi to Katai Naka 2-3

Katai Naka to Taluja Junction 3-4

The alignment of metro is planned within median to ensure the interface between BRTS and

Metro passenger traffic. The horizontal alignment of MMC is designed to suit the Metro Rail

Geometrical parameters. The vertical alignment shall be partially at-grade and elevated based on

clearances required to ground traffic.

Planning and conceptual design of typical Metro Station has been studied. There are proposed 11

Metro Stations in the 34 stations have been proposed in 80.440 km metro corridor based on the

settlements falling on the metro corridor. Initally Metro is proposed in 2031 from Kharbao (km

10) to Taloja Junction for a length 24.54 k in package I consisting 12 Stations from Taloja

Junction to Hanumanpada Station (Jite node). Remaining 55.9 km metro corridor with 22 stations

is proposed in Package II in 2041 based on the ridership estates. Typically stations footprint is

250 m in length and 25 m in width, designed to accommodate 8 car train. The station interiors




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and facilities will be designed as per standards. The Proposed Metro stations for the concerned

project are being presented below in Table 2-67.

Table 2-67: Proposed Metro Station along the MMC

S. No

Location Intermediate

Distance

New Chainage

(Start)

New Chainage

(End)

Distance between Stations

Growth Centre

Nearest Interchanges

1 MALODI 0.00 10.94 11.19 - Kharbav

2 Kharbav 2.35 12.86 13.11 1.92 Kharbav

3 Kewani 2.05 14.96 15.21 2.10

4 KALHER 1.95 18.14 18.39 3.18

5 Kasheli 2.35 19.88 20.13 1.74

6 Anjur 2.35 23.48 23.73 3.60 Mumbai-Nasik

7 Bharodi 2.10 25.20 25.45 1.72

8 Bhopar 1.90 27.50 27.75 2.30 Nilje

9 SANDAP 1.85 29.51 29.76 2.01 Nilje

10 Nilje 1.75 32.84 33.09 3.33 Nilje Katai Naka Jnct

11 Shirdhon 2.05 34.38 34.63 1.54 Nilje

12 Taluja MIDC 2.00 35.48 35.73 1.10 Taloja Bypass Interchange

13 Karavale 1.90 38.63 38.88 3.15 Taloja MIDC Taloja Bypass Interchange

14 Nitlas 1.80 40.43 40.68 1.80 Taloja MIDC

15 Vavanje 1.75 42.05 42.30 1.62 Taloja MIDC

16 MAHODAR 2.30 44.53 44.78 2.48 Taloja MIDC

17 Chinchavali 2.25 46.08 46.33 1.55 Taloja MIDC Morbe

Interchange

18 Morbe 1.90 49.45 49.70 3.37 Morbe Intchg.

19 Umroli 2.30 52.00 52.25 2.55

20 NERE 2.00 54.25 54.50 2.25

21 Wangni 1.80 56.44 56.69 2.19

22 Pali 1.85 58.40 58.65 1.96 Shedung

23 BORLE 1.95 60.60 60.85 2.20 Shedung NH-4

Interchange

24 Kon 1.95 62.80 63.05 2.20 Shedung

25 NANDGAON 1.85 65.33 65.58 2.53

26 Karanjade 1.80 67.30 67.55 1.97

27 Vadghar 1.20 69.15 69.40 1.85

28 Pushpak Nagar 2.35 73.80 74.05 4.65

Pushpak Nagar, Navi

Mumbai Airport

29 Dighode 2.00 79.05 79.18 5.19 Logistic

Hub Vidhane Entry

& Exit

30 Vidhane 2.95 81.75 82.25 2.88 Logistic Hub

31 Chirner 2.95 84.825 85.075 2.95

32 Kelvane 3.75 88.75 88.825 3.84 Khopta Kelvane Entry &

Exit

33 Rave 1.8 90.375 90.625 1.71 NAINA

34 Hanumanpada 1 91.375 91.625 1.00 NAINA NH-17

Interchange

2.25.1 Maintenance Facilities

Space for adequate maintenance/depot facilities are proposed to cater to MRTS. The detailed

planning and design of the maintenance facilities will be done at the detailed design stage. All




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inspection lines, workshop lines, stabling lines will design to accommodate the present

requirements and future provisions.

2.25.2 Multimodal Integration

A conceptual plan has also been prepared for identifying the feeder corridors and services from

the proposed MRTS corridor to have last mile connectivity. The proposed strategies shall be

formulated to provide good pedestrian, bicycle, parking infrastructure that enhances ease

of access to transits in station influence zone. Pedestrian infrastructure refers to pathways,

waiting area, crossing, kerb ramps etc.

2.25.3 BRTS Stops for Metro

There are 33 Nos. BRTS stops proposed to carry the passenger traffic from every Metro Stations

are presented below. The construction of the same in phase wise has also been indicated in the

following table.

Table 2-68: BRTS Metro Stop Locations

S. No Chainage Length (m) Location Proposed Phase

1 11.060 250m Malodi Phase 1

2 12.980 250m Kharbav Phase 2

3 15.080 250m Kewani Phase 2

4 18.260 250m Kalher Phase 1

5 20.000 250m Kasheli Phase 2

6 23.600 250m Anjur Phase 2

7 25.320 250m Bharodi Phase 2

8 27.620 250m Bhopar Phase 2

9 29.630 250m Sandap Phase 1

10 32.960 250m Nilje Phase 2

11 34.500 250m Shirdhon Phase 2

12 35.600 250m Taluja MIDC Phase 2

13 38.750 250m Karavale Phase 2

14 40.500 250m Nitlas Phase 2

15 42.063 250m Vavanje Phase 2

16 44.608 250m Mahodar Phase 1

17 46.200 250m Chinchavali Phase 2

18 49.525 250m Morbe Phase2

19 52.225 250m Umroli Phase 2

20 54.325 250m Nere Phase 1

21 56.560 250m Wangni Phase 2

22 58.525 250m Pali Phase 2

23 62.925 250m Kon Phase 2

24 65.450 250m Nandgaon Phase 1

25 67.295 250m Karanjade Phase 1

26 68.600 250m Vadghar Phase 1

27 73.800 250m Pushpak Nagar Phase 1

28 79.050 250m Dighode Phase 1

29 82.000 250m Vidhane Phase 2

30 84.900 250m Chirner Phase 2

31 89.300 250m Kelvane Phase 2




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32 90.500 250m Rave Phase 2

33 91.500 250m Hanumanpada Phase 2

Further, till 2031 BRTS will be operated all along the MMC Corridor. In 2031 once the Metro is

operational from Kharbao (km 10) to Taloja Junction, BRTS will be operational from Taloja

Junction to Jite Node (Hanumanpada Station). By 2041 when Metro operations get extended toll

Hanumanpada Station (Jite Node) BRTS operations will be terminated however, bus operations

will continue along with general vehicle traffic lanes.




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3 SOCIAL IMPACT ASSESSMENT

3.1 Objectives of Social Impact Assessment Study

To conduct base line socio-economic and census survey to assess the impacts of the project

on the people, properties and loss of livelihood. The socioeconomic survey will establish the

benchmark for monitoring of R&R activities. A social assessment is conducted for the project

to identify mechanisms to improve project designs to meet the needs of different

stakeholders.

To prepare Resettlement and Rehabilitation Plan –assess feasibility and effectiveness of

income restoration strategies and suitability and availability to relocation sites.

Consultations with affected persons.

To assess the impact of the project on the poor and vulnerable groups along the project road

corridor.

Based on the identified impacts, developing methodology for entitlement matrix for the

project affected people

3.2 Likely Impact of the Project

MMC starts from Mumbai-Ahmadabad highway (NH8) at village Navghar. It passes along several

existing and proposed roads such as NH8, Old Agra Road, NH3, Kalyan-Shil Road, NH4 & NH4B.

It interfaces with proposed Mumbai-Vadodra highway near Morbe village. Further it also passes

over Mumbai-Pune Expressway forming an important junction at Ajivali village. Towards the south

end, it connects to NH17, MTHL, Proposed Navi Mumbai International Airport and JNPT. As per

the preliminary assessment and base line verification survey, structures are either

partially/completely affected generally, part or full parcels of land/plots will be affected only a

narrow frontage strip of several meters or less will be affected.

3.3 Land Requirements

The multimodal corridor traverses through total 2877 survey numbers of 128 villages in 8 Talukas

(Vasai, Bhivandi, Kalyan, Ambarnath, Panvel, Uran, Pen, Alibag) of 3 districts (Palghar, Thane and

Raigad). The entire length of the alignment is 126.86 km and Village Balavali is the last village at

chainage 97 getting affected by the land acquisition.

Details of Villages, Survey numbers and land getting affected by the project corridor are also

given in the following Table 3-1 & Table 3-2.

Table 3-1: Affected Villages, Survey numbers, And Land Details

PACKAGE

Chainage km

Lengthkm Village Total

Survey No.

Details Area Ha

Amount in Cr From To Forest Govt. Khajan Private Railway

Total Area in

HA.

01 0.000 33.650 33.650 28 625 9.75 50.16 1.61 271.31 2.99 335.83 5822.00

02 33.650 64.970 31.320 36 973 19.63 13.98 0.00 212.66 0.36 246.63 1358.74

03 64.970 97.000 32.03 34 497 15.41 61.96 0.00 249.43 0.85 327.66 1442.92

GRAND TOTAL 97.000 98 2195 44.79 126.11 1.61 733.41 4.20 910.12 8623.66




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Table 3-2: Settlements along the MMC Corridor

District Taluka No. of

Villages Total Survey

No.

Chainage (m)

From To

Palghar Vasai 7 97 0 6740

Thane Bhivandi 13 371 6740 26900

Kalyan 1 36 26900 28030

Thane 1 35 28030 28200

Kalyan 6 116 28200 33650

Ambernath 6 75 33650 39250

Raigad Panvel 42 1033 39250 76110

Uran 11 163 76110 87910

Panvel 1 20 87910 89820

Pen 10 179 89820 97000

98 2195

Out of the total land required to be acquired, about 81% land is private land, 14% is Government

Land, 5 % is forest land, 0.5 % railway land and 0.2% Khajan land. Private land constituting

maximum share of land to be acquired is mainly agricultural land. Land required for development

of MMC is given in the following Table 3-3.

Table 3-3: Area of Land required

Dis

tric

t

Ta

luk

a

No

. o

f

Vil

lag

es

To

tal

Su

rve

y

No

.

Type of Lands (Area in Ha.)

LE

NG

TH

(k

m)

RO

W

(m

) Planning Authority

Fo

rest

Go

vt.

Kh

aja

n

Pri

va

te

Ra

ilw

ay

To

tal

Palghar Vasai 7 97 9.75 4.37 0.28 23.75 0.86 39.00 6.74 45 MMRDA

Thane Bhivandi&Klayan 27 633 0.00 50.96 1.34 268.80 2.13 323.23 32.51 99 MMRDA

Raigad Panvel, Pen &

Uran 64 1395

35.04 70.78 0.00 440.87 1.22 547.90

57.75 99 & 69.5

KDMC

Total (Areas is Sq km) 98 2195 44.79 126.11 1.62 733.42 4.21 910.13 97

Table 3-4: Summary of Project Impacts

Impact on Land

Total Land under acquisition 860 Ha

Private 690 Ha

Government (including Railway, Forest, Khajan) 172 Ha

Impact on Structures (number) 370 to 400

Impact on People

Total PAFs (Number) 311

Total PAPs (Number) 1555

Title Holder To be determined in detailed survey

Non-Title holder To be determined in detailed survey

Loss of Residences (Number) 274

Loss of Business (Number) 41

Vulnerable PAPs (Women/Children/differently abled) 700

Impact on Community Resources (Number) 61




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Loss of Livelihood

Out of total land to be acquired, 83% land is private and agricultural land.

700 Ha

This leads to loss of livelihood for (22.63% + 10.98 % i.e.33.6% affected people).

520 PAPs

(22.63% Agriculture+10.9% Agro based labour)

Number of PAPs losing land 239 PAPs

Loss of agricultural Land – private, Agricultural 700 Ha

Table 3-5: Summary of Affected Structures (as per obstacle survey)

Summary Of Impacted Structures

Type Of Structures Height Kaccha Pucca Total No Of Structures

Residential G+0 24 157 274

G+1 9 27

G+2 13

G+3 44

Commercial 8 8

Community Structures 24 24

Temples / shrines 6

Aasharam 1

ZillaParishad School 2

Private School 2

Well/bore well 5

Water tank 4

Garden 1

Statue 1

Crematorium 2

Sheds / Godowns 16 16

Industries 17 17

Compound wall 34 34

Total 376

3.4 Project Displaced Structures

Exact number of structures to be displaced can be estimated only after the joint measurement of

the ROW and cadastral survey / mapping of affected villages and consultations with the villagers.

An approximate number is arrived at (mentioned in Table No.6.3.4) from the Obstacle Survey. In

order to establish the exact number of impacted structures, MMRDA needs to issue notices to the

affected land/house owners through the district administration and initiate detailed survey.

At chainage 29, one multi-storied residential scheme (15 to 20 floors) Runwal Mycity falls within

the ROW. This scheme was in formative stages during the project feasibility study. There could

be other such structures within the ROW which are developed after the alignment finalization.

MMRDA needs to identify such structures in the detailed survey and resolve the challenges in

project execution at such locations.

3.5 Socio Economic Profile

The succeeding sections outline the demographic, social and the socio-economic profile of the

state project districts 84 number of recorded along the highway will be potentially benefited by

this project.




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3.5.1 Demographic Data for the Project Affected Districts

Thane District occupies about 3.13% of total area of State and the district is abode of about

8.36% of total population. Raigad District is about 2.32% of total area of State and about 2.2%

of the total population dwells here. The demographic details of MMC influence area are

presented in the following Table 3-6.

Table 3-6: Demographic profile of MMC influence area

District Area (in Sq.

km) Total

Population Male Females Density

Sex Ratio

Thane 9558.00 (3.13) 8131849 (8.36) 4377747 3754102 850 858

Raigad 7152.0 (2.32) 2207929 (2.22) 1117628 1090301 308 976

Maharashtra 307,713 96878627 50400596 46478031 322.5 922

It is evident form the above table that the density of population of Thane and Raigad District is

850 and 308 respectively.

3.5.2 Economic Status of Project Affected Districts

84% of the total population of the Thane District (as per 2001 census) are mainly cultivators

and agricultural labours. However, these figures have changed substantially due to rapid

urbanization of Thane District which is also evident from the fact that 48% of total population

are now under the category of marginal workers.

3.5.3 Social Profile of Project Affected Districts

More than three forth of the total population of villages like Barhanpur (93), Kallaler (74),

Shillottar (93), Nagale (86) are scheduled tribe. Literacy level is generally 60-70% in most of

these villages, but in KharDevali village the literacy level is 96%. Percentage of workers

generally varies between40-60%.

3.6 Stakeholder Consultations and Interactions

Stakeholder interactions within the groups of villagers were carried out during the socio-economic

survey.

3.6.1 The main issues discussed in the consultations are stated here under:

a. General perception and awareness about the project.

b. Will local people support the proposed project?

c. ROW of the proposed improvement and widening the road

d. Drainage for both the sides with outfalls

e. Safety measures for those women who have been fetching potable water from Tank

f. Safety measures for the school going children

g. Compensation will be awarded on the basis of “The Right to Fair Compensation and

Transparency in Land Acquisition, Rehabilitation and Resettlement Act 2013”.




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h. General socio-economic Condition: What are the economic activities? Land use, cropping

pattern (Seasonal), types of crops, value of the crops, Average land holding size etc.

i. Health status- availability of hospitals/health centres. Are there any chronic diseases

prevalent in this area? Awareness regarding malaria and HIV/AIDS?

j. Poverty Level: What is the economic status of people in the area?

k. Education Status: Level of literacy?

l. Migration Pattern (If any), inward or outward

m. Women’s position in the locality?

n. Prevalence of child labour in the area?

o. Perceived benefits from the project

p. Perceived losses from the project

q. Is this consultation useful? Comments

Will there be likely involvement of local people in the implementation of the project?

3.6.2 Outcomes of the Consultations

Consultations are carried out through interactions with groups of people. Investigators visited

the houses of affected families and briefed them about the project and need for survey.

Significant numbers of people are aware of the MMC project through the various surveys

conducted earlier and other information in the media. Majority of the people have extended

cooperation during these consultations and the consultation team was able to conduct and

document the information.

The issues cited above are the main feature of the consultations. The perception of the

people about the road is fair enough. They are aware of the fact that the road is going to be

constructed and they have been hearing the news for last one year from the news, local

governing bodies through people visiting their area for various surveys.

Some people conveyed that they will support the project whole heartedly as they believe that

with the new infrastructure they can communicate faster with the neighbouring region and it

can enhance their quality of life with better facilities.

Agriculture is the only economic activity for 80% people. They earn money which is sufficient

to fulfil only survival needs. Their basic minimum expectation is to save the livelihood by an

alternative cultivable agricultural land.




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Investigators consulting

households

Investigators interviewing

households

Households cooperating

investigators

The major agricultural crop is Rice. Majority of the people are the marginal farmers, daily

wage earners, small business, and in the service sector working in private firms.

People are going to lose their agricultural land and in some villages people are losing their

houses. People are willing to extend their land for the project but appropriate and adequate

compensation and other benefits have to be given. The compensation will be awarded as

provided in the “The Right to Fair Compensation and Transparency in Land Acquisition,

Rehabilitation and Resettlement Act 2013”.

Child labour is not observed being in practice in the project area. Fair amount of awareness is

found regarding child labour.

There are no specific tribal groups or ethnic communities being displaced due to the project.

3.6.3 Recommendations for awareness creation and seeking public co operation

In the area of school, water fetching crossing safety measures is recommended during the

implementation of the project. Awareness Generation Program among the women and the

school going children need to be organized for awareness on safety that would minimize the

incidences of accident.

The Gram Panchayats and local groups can be trained to take appropriate actions for waste

disposal and management to maintain cleanliness in the villages while constructing roads.

During the construction period and post construction, the activates along the ROW will

change. Multiple commercial activities such as road side hotels (dhabas), shops, petrol

stations etc. would be in place and the drivers, vehicle service person, workers, and people

involved in construction of road will use these services. Awareness generation camps have to

be organized from time to time during the implementation of the project.

Awareness for HIV / AIDs / sexually transmitted diseases needs to be created especially during

the construction period.




3-7 | P a g e

3.7 Rehabilitation and Resettlement Strategy

With the results from field survey (cadastral survey, census survey, socio-economic survey),

public/community consultations, one-on-one discussions / negotiations with the project affected

people, and stakeholder discussions, mitigation plans will made to settle down the losses incurred

to the project affected people.

Around 1350 hectares of land is under acquision for the proposed Virar-Alibaug corridor, affecting

around 370-400 households/structures which need relocation or compensation. Resettlement and

Rehabilitation planning and implementation for a corridor this large and complex with a number

of sub-components is extensive and meticulous.

3.7.1 Need of detailed Survey

An applicable R&R framework needs to be established after reviewing R&R policies adopted for

MUTP and other projects in the region, based on the Right to Fair Compensation and

Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 20I3. Provisions of this act

will prevail to determine the eligibility and compensation structure superseding all other previous

provisions and practices.

As discussed during various meetings with MMRDA and the district administration, the authority

will soon undertake a detailed joint measurement survey and cadastral mapping of the land and

structures within the ROW. Further, a detailed socio economic / house hold survey, census survey

will have to be carried out to determine the exact number of affected people, affected structures,

exact loss of land and exact loss of livelihood. Due to the limitation of data, current study can

only help establishing a broad socio economic profile of the project area and challenges involved

in R&R.

Rehabilitation Action Plan can be prepared by MMRDA, district authorities with help of Consultants

in consultation with the affected people. In order to prepare a project specific R&R Action plan,

MMRDA authorities and district administration need to carry out joint site visits along with the

PAPs to the affected locations / lands and locations identified for relocation. Only after such joint

inspection and consultations with PAPs, final locations for displacement and other compensations

will be decided.

3.7.2 The Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation

and Resettlement Act, 20I3

The Land Acquisition Act of 1894 (Amended in 2013) is the most important guideline to carry out

the procedures to acquire private land by Government for developing it for any public use.

Resettlement and compensations for each acquisition is determined by the Act and it ensures fair

reimbursement for every affected individual according to market price of a time set by the Act.

I. The LARR Act Framework:

Land identified for the purpose is placed under Section 4 of the LARR for notification.

Objections must be made within 50 days to the District Collector (DC, is the highest

administrative officer of the concerned District). Once the land has been placed under Section

4, no further sale or transfer is allowed.

The land is then placed under Section 6 of the LARR. This is a declaration that the

Government intends to acquire the land. The DC is directed to take steps for the acquisition,




3-8 | P a g e

and the land is placed under Section 9. Interested parties are then invited to state their

interest in the land and the price. Under Section 11, the DC will make an award within two

years of the date of publication of the declaration. Otherwise, the acquisition proceedings

shall lapse.

In case of disagreement on the price awarded, within 6 weeks of the award, the parties

(under Section 18) can request the DC to refer the matter to the Courts to make a final ruling

on the amount of compensation.

Compensation for land and improvements (such as houses, wells, trees, etc.) is paid by the

project authorities to the State Government, which in turn compensates landowners.

Principles and Policies Adopted for the Resettlement

The core involuntary resettlement principles for this project are:

i. Land acquisition, and other involuntary resettlement impacts will be avoided or minimized

exploring all viable alternative sub-project designs;

ii. Where unavoidable, time-bound resettlement plan (RP) will be prepared and PAPs will be

assisted in improving or at least regaining their pre project standard of living;

iii. Consultation with PAPs on compensation, disclosure of resettlement information to PAPs,

and participation of in planning and implementing subprojects will be ensured;

iv. Vulnerable groups will be provided special assistance

v. Payment of compensation to PAPs for acquired assets at replacement rates;

vi. Payment of compensation and resettlement assistance prior to the construction contractor

taking physical acquisition of the land and prior to the commencement of any construction

activities;

vii. Provision of income restoration and rehabilitation;

viii. Establishment of appropriate grievance redress mechanisms.

Eligibility Criteria for Compensation –

i. The unit of entitlement will be the family.

ii. Titleholder PAFs will be eligible for compensation/solatium as well as assistance.

iii. In case a PAF could not be enumerated during census, but has reliable evidence to prove

his/her presence before the cut-off date in the affected zone shall be included in the list

of PAPs after proper verification by the grievance redress committee.

iv. PAFs from vulnerable group will be entitled for additional assistance as specified in the

Entitlement Matrix.

v. PAFs belonging to BPL category will be identified at the time of disbursal of

Compensation. They will get benefits as detailed in Entitlement Matrix.

vi. PAFs will be entitled to take away or salvage the dismantled materials free of cost without

delaying the project activities.

vii. If a notice for eviction has been served on a person/family before the cut-off date and the

case is pending in a court of law, then the eligibility of PAP will be considered in

accordance with the legal status determined by the court and the PAP will be eligible for

compensation/assistance in accordance with the RAP provisions.

II. Entitlement Policy Framework:

Project Affected Persons entitled for compensation and resettlement are occupants with legal title

on land, buildings and other objects attached to it, and with source of business, income, salaries.




3-9 | P a g e

Non-title holders are not eligible for compensation on land. But they are eligible for other benefits

such as shifting allowance, loss of livelihood and the cost of structure which he/she owns.

The entitlements and provisions will been made according to type of loss under the project.

Different categories of impacts can be classified under three types, namely land loss, structural

loss and livelihood loss. The following Table 3-7 shows the category of losses:

Table 3-7: Type of Project Affected Property Losses

No Type of Loss Description

1. Land Agricultural/Cultivated Land

Non-Agricultural Land

2. Built Up Structures Affected Owners Affected Tenants

Commercial Residential

3. Livelihood Direct Loss of Affected Commercial Property

With the help of this categorization, properties under loss can be assessed in terms of usage and

ownership which is briefed in the list below:

Non-resident land owners (Including farmers and Horticulturists) and lessees

Resident Landlord and lessees of land and buildings

Resident lessees, tenants or sub-tenants of buildings

Resident and non-resident structure owners – Squatters

Pavement Dwellers

Employees and Entrepreneurs - residing and non-residing

The above list is drawn from the implementation manual for MUTP on R&R policy framework.

For land acquisition, generally the MMRDA may offer two options to the land owners. These

include cash compensation and award of TDR.

The non-resident land owners are eligible for compensation based on market value of the land

and building according. Market value of the land is determined on the rates prevailing at the date

of the publication of the notice under Section 4. In addition to the market value of the land, an

amount of 12% per annum on such market value for the period commencing on and from the

date of the publication of the notification under Section 4, in respect of such land to the date of

the award or the date of taking possession of the land, whichever is earlier and a solarium of

25% on such market value in consideration of the compulsory nature of acquisition is also

payable.

The Transferable Development Rights (TDRs) will be available as an alternative to compensate

under the LARR Act, as per Development Control Regulations (DCRs) for Greater Mumbai 1991.

Such award will entitle the owner of the land to Floor Space Index (FSI) in the form of a

Development Rights Certificate (DRC).

In the urban scenario, in case of resident landlords, tenement in the R&R colony is provided in

addition to the legal compensation fixed by competent authority under LA act. However, resident

landlords who opt for cash supplement in lieu alternative structure in a resettlement colony, the

cash supplement is offered as per the market price for similar typologies of affected structures.




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Details of the monetary compensation and structures for resettlement will be worked out in

consultation with the PAPs and MMRDA on case to case basis specific to the project.

Eligibility Criteria for Compensation –

1. The unit of entitlement will be the family.

2. Titleholder PAFs will be eligible for compensation as well as assistance.

3. In case a PAF could not be enumerated during census, but has reliable evidence to prove

his/her presence before the cut-off date in the affected zone shall be included in the list of

PAPs after proper verification by the grievance redress committee.

4. PAFs from vulnerable group will be entitled for additional assistance as specified in the

Entitlement Matrix.

5. PAFs belonging to BPL category will be identified at the time of disbursal of Compensation.

They will get benefits as detailed in Entitlement Matrix.

6. PAFs will be entitled to take away or salvage the dismantled materials free of cost without

delaying the project activities.

7. If a notice for eviction has been served on a person/family before the cut-off date and the

case is pending in a court of law, then the eligibility of PAP will be considered in accordance

with the legal status determined by the court and the PAP will be eligible for

compensation/assistance in accordance with the RAP provisions.

The following Table 3-8 presents the entitlement matrix for the proposed multi modal corridor

project:

Table 3-8: Entitlement matrix for MMC (Subject to further consultations during execution)

No. Impact Category Legal

Compensation

Monetary

Supplementary

Type of Shelter

Related

Rehabilitation

Price to be

Charged

1. Non-resident land

Owners (including

farmers)

Non Resident Lessees

Market value of

land and building

according to LARR

Act.

Appointment of

compensation for

the unexpired

period of lease

according to LA

Act.

Nil

Nil

Nil

Nil

To be

determined in

consultation

with MMRDA




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No. Impact Category Legal

Compensation

Monetary

Supplementary

Type of Shelter

Related

Rehabilitation

Price to be

Charged

2. Resident landlord

(land and building

including farmers and

horticulturists)

As in 1 above Nil Cash supplement

equivalent to cost of

construction of floor

space, occupied prior to

resettlement.

OR

Floor space equal to self-

occupied floor area,

subject to

Maximum of 70 sqmt

irrespective of use of

floor space.

To be

determined in

consultation

with MMRDA

III. RECOMMENDATIONS

During the preparation of detailed Resettlement and Rehabilitation Action Plan (RAP) the issues

have to be undertaken for assessment of actual impacts according to the size, nature of

structures, land and assets are to be impacted. The RAP needs to ensure that -

The resettlement is meant to provide the PAFs to shift and relocate in a place where the

PAFs can live in a better quality living conditions.

The rehabilitation is to restore their livelihoods, arrange vocational skill development

training, and integrate them with Banks for capital for alternative livelihood

Provide space and opportunities to continue their cultural and religious practices.

Motivate the host community to allow and accept the PAFs as their neighbours.

Calculation of value of land, land with structures and other assets to be affected are required to

take under purview for preparation of Resettlement Action Plan (RAP).

3.8 Integrated Tribal Development Plan (ITDP)

The Integrated Tribal Development Plan (ITDP)is to be prepared and implemented if more than

5% of the total PAPs belong to Schedule Tribe community. As per our socio economic

assessment, total SC and ST population together constitutes 4.6% (SC – 2.83% and ST –

1.89%). Major share of population is OBC – over 80%. Therefore, a separate ITDP will not be

required for this project.

3.9 Gender Mainstreaming

Gender Action Plan is also part of the Resettlement Action Plan (RAP) therefore it is pertinent to

GAP in order to secure un-biased development program. As female are vulnerable in the

patriarchal society so special provision has to be made in the RAP.

In the projects zone of influence gender equity has to be ensured by undertaking some measures

those might include as follows:




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The State Commission for Women & the National Commission for Women (NCW) can be

contacted for organizing various awareness related issues as they have been funding for

organizing the AGPs on legal, Socioeconomic issues etc;

MMRDA has to facilitate with the State Commission for Women & the National Commission for

Women (NCW) initiatives as noted above

Awareness Generation and Sensitization Camps have to be organized so that awareness

regarding gender equity among people be enhanced;

Alternative means and avenues for income generation of the women like arrange vocational

skill development, arrange resources for this purpose and establishing linkage with the

marketing network etc. ;

Contractors would depute person who is expert in carrying out gender specific programs and

supervise, monitor and follow up all the programs;

Organizing SHGs among the women can play a pivotal role in establishing confidence among

women and motivate them in undertaking income generating enterprise;

Equal wages of women labour for similar type of jobs;

Panchayat at the local level has to take the initiative and MMRDA will pursue the issue for

translating into reality;

Local Self Help Groups will take over the efforts once ball is started rolling, The National Bank

for Agricultural And Rural Development (NABARD) is extending assistance for organizing the

SHGs;

3.10 Program on HIV / AIDs

Generally during the construction of infrastructure projects especially for the Highway /

Expressway constructions lot of labors from different parts of country migrate to the project site.

They have generally left their family at their native land, stayed over a long span of time and in

natural course need to satisfy their other physical desires. Besides, once the construction of road

is over, other business ventures would be developed like road side eateries, garages etc for

taking food and shelters of vehicle crews for overnight journey. This brings a significant number

of truck drivers and transport service operators at concentrated destinations. This can have an

adverse impact on the women of the neighboring communities.

Since one of the transmission routes of HIV / AIDs is penetrative sex, therefore, the people of the

areas must be sensitized through group discussions, meetings, circulation of leaflets etc. so as to

enable them to take preventive measures adequately. Provisions should be made in the RAP to

undertake following agenda -

The Auxiliary Nurse Midwives (ANM), Accredited Social Health Activist (ASHA) and the

Anganwadi, under Integrated Child Development Service Scheme (ICDSS) workers can be

trained about HIV/AIDS and they can organize awareness generation camps (AGP) after

getting them trained;

Organize SHGs among the women out of the community having homogeneity to conduct

HIV/AIDS awareness programs in small groups;

The Maharashtra AIDS Prevention & Control Society (MSACS) can be contacted for facilitation;




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Local Panchayats would take the responsibilities and MPRDC will sensitize the Panchayats

authorities in carrying out those activities recommended above. Panchayat is the local

authority which is responsible for doing those matters;

Matters to be considered during implementation of the project:

Construction of both side concrete drains in the habitation areas ;

Safety measures like speed breakers;

Safety sign board and proper road furniture;

Ensuring good quality of construction materials of road;

Notification before construction work is undertaken well in advance;

To engage local labours during the constructions;

To take appropriate measures for environment preservation and pollution control;

To assure the disposal of residual of construction materials;

Filling of the excavated land from where the soil is to be taken;

3.11 Social Management Framework

The social management framework needs to be prepared under the guidance of MMRDA. The

detailed social impact assessment and preparation of Management Plans is imperative as

appropriate for the road to be constructed under the project. The purpose, approach for

preparation of the draft SMF and the entitlement framework should contain the provisions

relating to compensation and R&R for different types of impacts identified.

Likewise, the SMF must contain the month wise planning target with the dead line of completion

of the project as desired by the MMRDA.

3.12 Rehabilitation and Mitigation Methods

3.12.1 Income Generation

Needs of such schemes to be established based on consultation with PAPs, findings of socio-

economic surveys and local government

Jobs opportunities with MMRDA/NHAI Authorities/Contractors

For any job requirements, PAPs shall be entitled for preference, subject to their meeting of

job requirement and specification

3.12.2 Vocational Trainings/Skill Development-

If the PAPs eligible for Resettlement Assistance as per entitlement frame work wants to

nominate its dependent for vocational training course in lieu of rehabilitation assistance

offered to them, MMRDA may arrange to provide suitable trainings, through the existing and

available training institutions like Polytechnics ITIs.

The project authority may meet the cost of training of the persons who are nominated by the

head of the eligible PAFs in writing selected from amongst the land looser families.




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• MMRDA can organise need based short training for development of required skill and

entrepreneurship development for the selected income groups in the affected villages through

state government/institutions.

3.12.3 Community Development Works

Based on outcome of social assessment, MMRDA can undertake need based developmental work

for overall upliftment of the surrounding / village or community like construction of local roads,

drinking water facility, community centres/open spaces etc.

3.12.4 Grievance Readdressed Committee

Complains / grievances from the PAPs may arise during the land acquisition process.

MMRDA to set up a committee comprising representatives of the MMRDA, representatives of

local authorities, PAPs, Gram Panchayats, any well reputed person as mutually agreed with the

local authorities and APs.

3.12.5 Land Purchase Committee

Land Purchase Committee (LPC) shall be formed with representatives from following groups:

• MMRDA.

• Representative of Local Authorities nominated by District Administration.

• Representative of PAPs to be identified and selected by themselves.

• Representative of Gram Panchayat or any other person of repute mutually agreed with local

authorities and APs.

3.12.6 Institutional Arrangement and Mechanisms

The institutions to be involved in the process of RAP implementation are as follows -

• Mumbai Metropolitan Region Development Authority (MMRDA)

• Social Development Cell (SDC)

• NGOs Support during Implementation and Post Resettlement Phase

• Implementation Support of Consultant

• Public Relation Consultant

• Grievance Redress Committee (GRC)

3.12.7 Monitoring and Evaluation

MMRDA to carry out internal/external monitoring for RAP implementation with the following

objectives -

• measure and report progress against the RAP schedule;

• verify that agreed entitlements are delivered in full to affected people;

• identify any problems, issues or cases of hardship resulting from the resettlement

• process, and to develop appropriate corrective actions, or where problems are




3-15 | P a g e

• systemic refer them to the management team;

• monitor the effectiveness of the grievance system

• periodically measure the satisfaction of project affected people

External monitoring to be carried out to assess the efficiency of the RAP.

3.13 RAP Implementation Budget

Based on the available information, following budget is estimated for the project. These are broad

estimates to give an idea on the R&R costs and will vary during the execution of the RAP, based

on the adopted procedures and negotiations.

3.13.1 Cost of Resettlement

The Consultant has worked out the cost of resettlement of project affected persons and the

details are presented in the following Table 3-9.

Table 3-9: Resettlement and Rehabilitation Assistance Budget

Sl. No. Items Unit Total Units

Cost / unit (Rs.)

Amount in Rs.

1 Assistance for loss of cultivable land (Settlement, Periodic Patta & Village Pass Holder)

Resettlement Allowance No. 270 50,000.00 13,500,000.00

Subsistence Grant at Rs.3000 per month for 12 months

No. 270 36,000.00 9,720,000.00

Severance of Cultivable land - additional grant of 10% shall be paid over and above

amount paid for compensation (Only for Settlement Holders)

Hectare 0

Sub Total 23,220,000.00

2 Assistance for loss of non-agricultural vacant land (Settlement, Perodic Patta& Village Pass Holder)

Resettlement Allowance No. 0

Subsistence Grant at Rs.3000 per month for six months

No. 0

3 Structure (Residential, Commercial, Res-cum-Commercial excluding farm houses and Jhum huts) - (Settlement, Periodic Patta& Village Pass Holder)

Additional assistance equivalent to 25% of replacement cost for repair/restoration of structure

for partially affected structure remaining viable

No. 0

For displaced persons who structure becomes unviable

0

Subsistence Grant at Rs.3000 per month for 12 months

No. 0

Resettlement Allowance No. 0




3-16 | P a g e

Sl. No. Items Unit Total Units

Cost / unit (Rs.)

Amount in Rs.

Transportation cost No. 0

Lump sum for reestablishing basic facilities

No. 0

4 Loss of Cattle Shed, poultry shed 0

Assistance for loss of cattle shed, poultry shed

sq. m, 0

5 Assistance to Tenant (Residential, Commercial and Res-Commercial Structure)

0

Subsistence Grant for displaced families equivalent to Rs.3000/month for a period of 1 year

No. 0

Lump sum Shifting Allowance No. 270 5,000.00 6,750,000.00

Sub Total 6,750,000.00

6 Loss of Employment (Wage earners, workers/ employees)

Economic Rehabilitation Grant equivalent to 25 days of MAW for a period of 3 months

No. 0

Training Cost for vocation skill improvement

No. 0

7 Loss of livelihood

Provision of vocation training No. 270 35,000.00 9,450,000.00

Sub Total 9,450,000.00

8 Additional amount for vulnerable group

One time financial assistance as Economic Rehabilitation Grant

No. 54 50000 2,700,000.00

Sub Total 2,700,000.00

Grand Total (INR Cr)

4,21,20,000.00

3.13.2 Cost of Compensation

Following Table 3-10 gives the details of cost towards Resettlement and rehabilitation assistance

to the project affected persons.


Sl.

No. Items

Total

Units

Approx.

area (sq.

mt)

Total

area/unit

Cost / unit Amount

in Rs. (in Rs.)

Compensation Cost

1 Land

6900000 3300 4,604,140,000.00




3-17 | P a g e

Sl.

No. Items

Total

Units

Approx.

area (sq.

mt)

Total

area/unit

Cost / unit Amount

in Rs. (in Rs.)

2 Structure 0

i Pucca 244 150 36600 45000 1,647,000,000.00

ii Semi Pucca 26 80 2080 35000 72,800,000.00

3 Common Property Resources (Structures)

13 200 2600 15000 39000000

4 Common Property Resources (land, community land, etc.)

16 100 1600 15000 24,000,000.00

5 Trees (assuming 100 trees per km)

9800

2500 20,000,000.00

Sub-Total (Rs Cr)

2640,69,40,000.00

3.13.3 RAP Implementation Budget

The Consultant has worked out the requirement of MMC Corridor towards implementation of

Resettlement and Rehabilitation Assistance and presented in Table 3-11 below:


Sl. No. Items Cost Amount in Rs.

1 Institutional Cost (RAP & IPDP IA) Lump sum 6,000,000.00

2 Awareness on HIV/AIDS Lump sum 2,000,000.00

3 Capacity building of executing agency Lump sum 1,500,000.00

4 Cost of External M&E agency Lump sum 1,500,000.00

5 Dissemination of project information and project progress by PIU

Lump sum 700,000.00

6 Livelihood support Lump sum 12,600,000.00

Sub-total (Rs Cr) 2,43,00,000.00

3.13.4 Total RAP Implementation Cost

Consolidated RAP Implementation Budget requirement for the project has been estimated by the

consultant and presented in the following table 3-12.


S. No. Item Amount (Rs.)

1 Compensation for all impacted assets 2640,69,40,000.00

2 Assistances 4,21,20,000.00

3 RAP Administration (RAP & Implementation, HIV/Aids Awareness, M&E, Training and capacity Building, Information Dissemination)

2,43,00,000.00

Total 3644,05,94,800.00

4 Contingency 2% 72,88,11,896.00

Grand Total (Rs CR) 3716,94,06,696.00




4-1 | P a g e

4 ENVIRONMENTAL IMPACT ASSESSMENT

4.1 General

The purpose of this chapter is to introduce the scope and objective of the project works in

general and EIA and EMP in particular within which the detailed Environmental Assessment

studies of Multi Modal Corridor have been carried out. This chapter also discusses the nature,

size, location of the project along with brief structure of the EIA reports. This Environmental

Impact Assessment Report is prepared to ensure that decision makers consider the environmental

impacts when deciding whether or not to proceed with a project. Environmental Impact

Assessment is a process of identifying, predicting, evaluating and mitigating the biophysical,

social, and other relevant effects by developing MMC project prior to major decisions being taken

and commitments made.

This report has been prepared in accordance with all relevant laws and regulations of the

Government of India, MoEF & CC, MHPCB, and CPCB. The key purpose of this EIA report is to:

Predict all environmental concerns and associated impacts due to construction and

operation of Multi Modal corridor within the COI

Evaluate any sensitive receptors going to be impacted by the project within the 10 km

radius from the MMC alignment

Recommended strategies and action to minimize, avoid and mitigate these environmental

concern and Enhancement of positive effects.

4.2 Objectives of the EIA

The strategic environmental scoping has been done in accordance with the Government of India

(GoI) guidelines on Environmental Impact Assessment (EIA) and to meet the statutory

requirement of Ministry of Environmental, Forests and Climate Change (MoEF & CC) under

Environmental protection Act 1986 (EA notification 14th September 2006, November 2009, 22nd

Aug 2013, 25th May 2015, 9th Feb 2011 and 2nd Feb 2015) Maharashtra State Pollution Control

Board (MHSPCB), requirement of Coastal Regulatory Authorities and Forest Department, National

Board for Wildlife (NBWL) Govt. of India etc. The objectives of this study is stated below:

To present a clear assessment of potential impact associated with the proposed project

intervention,

To apply a methodology which assesses and predict potential impacts and provides a) the

means for impact prevention and mitigation, b) the enhancement of project benefits, and

c) the minimization of long-term impacts;

To provide a specific forum in which consultation is systematically undertaken in a

manner that allows stakeholders to have direct input to the environmental management

process.

To minimize any adverse impact on forest and wildlife sanctuary




4-2 | P a g e

To minimize the land acquisition in sensitive areas Including forest and wildlife

To analysis the alternatives to bring environmental considerations into the upstream

stages of development planning as well as the later stage of site selection, design and

implementation, and

To recommend the environmental and social management measures to reduce adverse

impacts.

4.3 Scope of Services

4.3.1 Scope of Environmental Impact Assessment

The EIA for project includes establishing environmental baseline in the study area, identify the

range of environmental impacts, specify the measures to avoid, minimize, and mitigate negative

impacts and maximize positive impacts and integrate possible environmental enhancement

measures. The proposed measures will be formulated in the form of an environmental

management plan with necessary budget and institutional roles for effective implementation. The

EMPs for individual projects and integration of the same in to project implementation agreements,

including construction contract documents.

Environmental Management Plan: An Environmental Management Plan has been prepared for the

implementation of the project. The environmental management plan shall consists of overall

framework which will be developed as a guiding document providing environmental planning and

design criteria for the current as well as future project roads, generic environmental management

measures, institutional mechanism for implementation, capacity building and training process,

function adequately to mainstream the environmental management. To recommend further

studies on environmental aspects, which are required to be undertaken during project

implementation, if required

The objectives of EIA for this project include the following

Collection of baseline data on various components of the environment.

Identification of areas and aspects those are environmentally or socio-economically

significant.

Development of the road alignment broadly ensuring that the environment and

settlements are affected the least.

Conduction and documentation of community consultation on various aspects of the

project with respect to environment.

Preparation of environmental management plans for enhancing the positive impacts and

mitigating the negative impacts.

Determination of the magnitude of environmental impacts so that due consideration is

given to these during planning / design, construction and operational phases of the

project implementation.




4-3 | P a g e

4.4 Scope of Environmental Analysis, Design and Environmental Management Action Plan

i. Environmental Analysis

To carry out a preliminary environmental screening of the proposed corridor to determine

the magnitude of actual and potential impacts and ensure that environmental

considerations are given adequate weightage in the selection and design of the proposed

improvement;

To collect information on existing environmental baseline conditions and undertake a

preliminary evaluation of the alignment selected for construction in order to define the

focus of the environmental

assessment, design and management studies

To identify positive and negative impacts of the proposed improvement and to propose

cost-effective measures to enhance positive impacts and to avoid and / or mitigate

negative impacts;

To carry out Public Consultations with concerned stake holders, affected persons/families

and NGOs

ii. Environmental Design

From Environment Assessment, to identify

adverse impacts such as soil erosion, loss of

flora, fauna, water resources, physical

resources etc. and prevent them through

judicious design changes by adopting

appropriate mitigation measures such as

plantation of trees, installation of proper

drainage system, adequate safety measures

for human & animal habitats near or along

the proposed corridor, provision of suitable

mitigation measures etc.

Prepare cost – effective proposals to

implement appropriate mitigation and

remedial measures to upgrade and enhance

the environmental quality along the corridor

in a sustainable manner; and

Selecting stretches along the corridor, which

provides opportunity for environmental

enhancement and the development of cost-

effective sustainable environmental assets.

iii. Environmental Management Action Plan

To prepare an implementation schedule and supervision program with associated costs

and contracting procedures for the execution of environmental mitigation and design

works;




4-4 | P a g e

To develop a program for monitoring environmental impacts during construction and

operational phases;

To spell out specific requirements for institutional strengthening and training needs; and

To recommend further studies on environmental aspects, which are required to be

undertaken during project implementation, if required.

4.5 Environmental Clearance

As per the EIA notification of 14th September 2006, its amendment dated 1st December 2009,

and 22 Aug 2013, this project is fall under category A because the majority of proposed

alignment of the project is passes through green field and proposed ROW for the corridor is

varies from 45 m to 126 m at locations as per design demand and in general it is 99 m. The

proposed corridor is passes through Tungreshwar Wildlife sanctuary, and other environmental

sensitive areas which are coming within their respective buffer zones are Sanjay Gandhi National

Park, Karnala bird sanctuary and Matheran eco-sensitive zone (notified as critically polluted

industrial area).

4.6 Impacts on Physical Environment

4.6.1 Impact on Meteorology

The project will involve removal of trees and mangroves from the proposed ROW of MMC in

forest and non- forest areas. No. of trees in of National Parks area, forest areas, and non-forest

areas will be finished after the final tree enumeration in proposed ROW of MMC. Removal of trees

and mangroves from the proposed project corridor will result in temporary loss of shade for some

areas causing some discomfort for local people. The paving of surfaces will also lead to very

minor changes in temperature. However, with the provision of grass turf on the embankment and

restoration of the vegetal cover through compensatory afforestation. There will be minimal

impacts on the micro-meteorology of the project impact corridor.

4.6.2 Impact on Physiography

The maximum portion of the project is passes through plain terrain, except at few location close

to Matheran Eco Sensitive area, near Panvel there is rolling terrain and also crosses the Sanjay

Gandhi National park about 1.4km. There will be substantial cutting will be required at or near Hill

areas. In low lying areas, elevated road/rail is proposed. Cutting material will be utilized in raising

embankment of the proposed corridor. However the storage of materials at identified sites may

cause very minimal changes in Physiography only for a temporary period. The impact therefore

on the corridor will be very low and insignificant.

4.6.3 Impact on Topography

The overall topography of vicinity of the project will have little impacted in terms of change in

land use.

4.6.4 Impact on Geology

The project area is represented by alluvium soil and there is no area, which can be termed as

fragile. Collection and transportation of material from identified quarries and borrow pits may




4-5 | P a g e

cause very little or insignificant impact on the geology of the project corridor. Moreover, geology

of the area may be impacted due to Quarrying operations. In this project the requirement of

coarse aggregate is high. Moreover, both existing and new quarries will be used if, it has valid

NOC.

4.6.5 Impact on soil

4.6.5.1 Loss of Productive Soil

The proposed project MMC (Navghar to Chirner) will require diversion and NOC from N. P, RF,

Eco-sensitive Zone, and agricultural land. This is a minimal change in land use and therefore, the

impact on agriculture production will be very low. This is also not going to have an adverse

impact on the hydrology of the project corridor. There may be temporary loss of production

during construction stage if workers camps, stockyards and borrow areas are established on

agricultural land. Use of some lands for haul loads and traffic detours may cause minimal,

temporary and short term impact on productivity of the project corridor.

4.6.5.2 Soil Erosion

Pre-construction Stage

Site clearance and cutting of trees may set the process of soil erosion.

Construction Stage

Embankment height of the corridor will higher than the ground level. In low lying areas,

elevated road is proposed. At interchanges of the corridor will have elevated structure.

However, on approaches to the ROB/VUP the embankments will be higher from ground

level. During construction if, proper drainage is not maintained then soil erosion process may

be set in.

Operation Stage

Slope embankments will be provided with the grass turf and run off from the project corridor

shall be safely disposed off to the existing drainage system to prevent any possibility of soil

erosion. The vegetal cover that will come up through compensatory afforestation will also

hold the soil firmly through their root system and also by cutting down on quantum of

precipitation reaching the ground through canopy interceptions and evaporation through

canopy foliage.

4.6.6 Costal Regulation Zone Areas

CRZ mapping is carried out by Anna Malai University which is approved by MOEF for conducting

CRZ mapping. Project alignment will affect 69.2743 ha mangroves and its 50m buffer areas (as

per CRZ notification 2011). Village wise mangroves and its 50m buffer areas are to be affected

from the proposed alignment of MMC is presented in Table 4-1 summarized the CRZ along with

wildlife area along the project corridor.




4-6 | P a g e

Table 4-1: Summary of Impacted CRZ

CRZ class

Extent of project area falls inside the Coastal Regulation

Zone (as per 2011 CRZ notifications) in sq. m

Extent of project area falls inside the Coastal Regulation Zone (as per

1991 CRZ notifications) in sq. m

CRZ-I A (mangroves and 50m buffer)

692734

CRZ-I A (Reserve Forest) 125297

CRZ-1B 480133

CRZ-II 0

CRZ-III 723934 549868

CRZ-IVB 25187 665326

Total 2047285 1215194




5-1 | P a g e

5 PLANNING PARAMETERS AND TRAVEL BEHAVIOR

5.1 Demography

Mumbai Metropolitan Region (MMR) comprises 8 Municipal corporations including, Mumbai, Navi

Mumbai and Thane and 9 municipal council, 35 census towns and about 994 villages1. According

to 2011 census, population of the MMR Urban Agglomeration was 22.44 Million. Also it is ranked

as the sixth largest Metropolitan Region in the world. Greater Mumbai with a population of 12.44

M (about 51% of the MMR’s population) is India’s most populous city. Greater Mumbai is,

however, severely constrained by its geography and occupies a small land area of 458.28 sq km

(10.5% of MMR area of 4,355 sq km). Estimated population of MMR for the base year 2017 is

24.82 Million. To achieve balanced regional development and also for identification of new

transportation corridors, the CTS study (2008) established 1031 micro Traffic Analysis Zones

(TAZ) and 171 strategic zones while estimating the travel demand for MMR. An examination of

demographic variations and growth over the last three decades in Greater Mumbai and other

Urban Local Bodies(ULB), reveal that population growth rates among the ULB’s in MMR vary from

sub region to sub Region. Population of Island City (South Mumbai) remains stagnant over the

last three decades and during the last decade. The Western and Central Suburbs have been

growing very slowly, with natural growth. Whereas ULB’s like Mira Bhayandar, Navi Mumbai and

Thane have seen an accelerated growth in population in the past decade. While projecting the

planning parameters at TAZ level, demographic estimates given by CTS and the

recommendations of the MMR Draft Regional Plan (2016-36) were given due consideration.

Planning parameters such as population employment and other details were established for the

base year 2017 and the revisions are based on 2011 population census and 2013 economic

census. They are further projected to the horizon years 2021, 2031 and 2041 which are taken as

the basis and inputs for the purpose of travel demand modelling. Base year (2017) population

and employment details are furnished in the Table 5-1 below. Population and employment for

various ULB’s and Special Planning Area (SPA’s) estimated by the CTS are given in the following

Table 5-2. Also mapping of population densities across MMR is furnished in the Figure 5-1

below:

1 Draft Mumbai Metropolitan Regional Plan 2016-2036 2 Estimates based on Draft Mumbai Metropolitan Regional Plan 2016-2036




5-2 | P a g e

Table 5-1: Planning Parameters for strategic TAZs in MMR Base year (2017)

TAZ Population Employment

1 128208 33585

2 43621 49887

3 56231 293000

4 17633 76375

5 61203 246781

6 42408 54439

7 19197 29275

8 71300 25410

9 49300 24574

10 25381 13891

11 31767 9906

12 50165 31706

13 29597 64881

14 42088 31628

15 36384 18563

16 54795 33641

17 62736 35683

18 46818 24090

19 20963 31617

20 96239 19312

21 153816 60634

22 127698 55955

23 69908 46473

24 24011 17387

25 39993 10843

26 51502 15255

27 203706 92503

28 131542 83567

29 221538 52781

30 104091 67594

31 65336 48899

32 559675 113346

33 504404 216503

34 97019 61558

35 155188 120224

36 204713 116468

37 143231 86684

38 103669 50110

39 55885 23976

40 46033 19658

41 67261 25467

42 58958 7778

43 179281 38833

44 37605 16852


45 238580 90470

46 49096 29307

47 33997 7440

48 378338 174125

49 229318 93470

50 78060 45870

51 151886 24427

52 400824 154117

53 130218 44817

54 11405 1065

55 504393 365094

56 324169 56323

57 184955 68098

58 40890 14994

59 108454 84155

60 359726 167174

61 10617 2334

62 176524 172158

63 200764 79374

64 389419 65200

65 256909 61124

66 10837 1726

67 389568 146417

68 360699 111338

69 337387 126778

70 210355 48002

71 62516 6667

72 119327 73805

73 299760 50840

74 180751 85348

75 158912 30797

76 22914 44239

77 216021 66894

78 543411 106159

79 461327 154549

80 1001412 235624

81 256754 79687

82 60851 47501

83 310716 59454

84 442366 143292

85 627198 173079

86 113755 22896

87 289259 80491

88 61730 33626




5-3 | P a g e


89 160703 65528

90 76071 45074

91 239775 62256

92 276021 58931

93 124763 44262

94 170664 61166

95 125578 80016

96 79778 60726

97 201723 36490

98 249373 73470

99 42336 9248

100 85263 23886

101 396824 144237

102 225776 28557

103 66516 12520

104 378315 246022

105 120074 20955

106 268881 50180

107 73560 40458

108 202578 38462

109 126713 46260

110 199912 45826

111 92391 22005

112 182708 104816

113 364153 154789

114 132826 152815

115 218283 122941

116 159158 53262

117 92122 55077

118 119529 32538

119 84730 14402

120 82953 27537

121 36955 10142

122 433913 168024

123 33723 6054

124 423263 177201

125 190308 66124

126 105759 22737

127 168544 44608

128 220200 81444

129 61895 24261

130 50425 8013

131 332171 103811

132 311125 76836

133 154399 39842


134 193115 23687

135 390402 112926

136 23642 15633

137 113760 34275

138 43706 19036

139 58870 25711

140 42146 9920

141 47353 17004

142 92865 39485

143 59872 20109

144 22201 12472

145 38880 9682

146 45320 14308

147 101558 11242

148 74552 14394

149 58722 14791

150 34106 5986

151 61778 27954

152 196245 72531

153 219331 69149

154 218513 63615

155 135607 81557

156 250351 90760

157 24296 4578

158 74927 10598

159 84988 22831

160 96317 25998

161 52921 49556

162 53045 20172

163 20970 8186

164 5900 3388

165 296724 45930

166 298332 185516

167 58980 23948

168 14645 2895

169 112663 10848

170 57115 5967

171 238665 476890




5-4 | P a g e

Table 5-2: Demography and employment details across ULBs in MMR

Sl. No

Description of the Population unit

Area (sqkm)

Base Year 2017

Population

Base Year 2017

Employment

Base Year 2017 Gross

Population Density (Persons/ha)

1 Greater Mumbai 437.7 12 12,647,836 6,848,113 289

2 Thane 128.2 2,068,700 515,361 161

3 Kalyan-Dombivali 104.6 1 1,644,455 323,403 157

4 Vasai - Virar City 319.4 617,457 238,533 19

5 Navi Mumbai 108.6 1,440,610 610,433 133

6 Mira-Bhayander 79.4 1,056,414 206,137 133

7 Bhiwandi-Nizampur 26.4 780,657 334,034 296

8 Ulhasnagar 13 522,290 210,538 402

9 Panvel 111 672,032 195,786 61

10 Ambernath 38 299,617 105,552 79

11 Kulgaon-Badlapur 36.1 230,585 58,027 64

12 Khopoli 30.2 75,284 16,722 25

13 Pen 9.8 42,886 19,257 44

14 Uran 2.3 35,971 12,101 156

15 Karjat 7.5 32,444 9,430 43

16 Alibag 1.8 22,336 8510 124

17 Matheran 7.2 3,053 1,905 4

18 Navi Mumbai NT (56) 236.1 182,409 55293 8

19 NAINA & MSRDC (270) 725.8 375,932 118,545 5

20 BSNA (61) 156.2 288,901 96446 18

21 AKBSNA (58) 138.1 108,978 33,035 8

22 VVSNA (24) 64.2 83,088 25186 13

23 Khopta (33) 98.1 58,297 18055 6

24 Rest of ULB & SPA 1373.3 593,093 179784 4

Total (MMR) 4253 24,883,325 10,240,186 59

Source: Draft Mumbai Metropolitan Regional Plan 2016-2036




5-5 | P a g e

Figure 5-1: Population Densities in MMR (Source: CTS Study 2018)

From the above figure it can be seen that, contagious development starting from the Island City

in South Mumbai is extended along the transport corridors, the Western and Central Suburbs to

other Municipal Corporations in MMR. The regional transport corridors/trunk routes, connecting




5-6 | P a g e

MCGM with other major Municipal Corporations are running exceeding their capacities during the

peak hour. The prevailing traffic conditions, necessitates the need for new trunk routes through

green fields for balanced regional development.

Moreover, a critical examination of the land use in MMR reveals that, out of 4355 Sq.Km of

geographical area, only about 12.5% of land can be categorized as being potentially developable.

Actual developable lands available within the ULB’s are only about 168 Sq.Km and are inadequate

for future transportation infrastructure developments. Draft Regional Plan identified altogether

530 Sq.Km in the regions under U1and U2 category, deemed suitable for the future development.

Proposed Multimodal Corridor (MMC) is passing through the Mumbai Metropolitan Region (MMR)

connecting the places Navaghar in the North to Chirner and Alibaug in South. The MMC is passing

through the green fields and identified urbanisable lands, giving scope for regional development

and decongestion of Mumbai and other major Municipal Corporations, other ULB’s in the region.

As the proposed MMC is passing through the green fields and providing connectivity between the

sub regions of MMR. Also the proposed MMC would be establishing connectivity to the sub

regions and major ULB’s externally, due to this reason it is proposed to consider 171 strategic

internal Traffic Analysis Zones (TAZ) of MMR and 31 external TAZ’s for the purpose of travel

demand estimations on the proposed MMC.

5.2 Planning Parameters for the TAZ’s

Population and employment across the TAZ’s for different horizon years are established and

furnished in the Table 5-3 below.

Table 5-3: Planning Parameters for Different Horizon Years

TAZ 2031 2041

Pop. Emp. Pop. Emp.

1 133543 37326 139100 41484

2 45882 56211 48260 63337

3 62519 331444 69510 374932

4 18129 80181 18639 84177

5 67207 277760 73800 312628

6 44663 63001 47038 72910

7 20321 33590 21511 38541

8 72676 31348 74079 38674

9 52255 34057 55387 47199

10 25668 14606 25958 15358

11 32031 10386 32297 10889

12 50598 32374 51035 33056

13 30177 67480 30768 70183

14 43354 36551 44658 42240

15 36999 20245 37624 22079

16 55636 37463 56490 41719

17 64575 40736 66468 46505

18 48298 29200 49825 35394

19 21573 33175 22201 34810

20 99292 20106 102442 20933

21 157642 72577 161563 86872

TAZ 2031 2041

Pop. Emp. Pop. Emp.

22 133882 72238 140365 93259

23 71622 48970 73378 51601

24 24365 19834 24724 22625

25 40338 11121 40686 11406

26 52666 18946 53856 23530

27 211093 115399 218748 143962

28 135961 102007 140528 124516

29 230448 66961 239716 84951

30 106505 72864 108975 78545

31 68593 54618 72012 61006

32 575448 152719 591666 205769

33 514817 245014 525445 277280

34 101337 71299 105847 82581

35 161490 136752 168048 155552

36 212472 127730 220525 140081

37 148717 97734 154413 110193

38 107207 61973 110866 76644

39 60686 27842 65899 32331

40 49759 20372 53787 21112

41 72282 25760 77678 26056

42 60154 7499 61374 7230




5-7 | P a g e

TAZ 2031 2041

Pop. Emp. Pop. Emp.

43 186507 42934 194024 47468

44 44346 21267 52295 26839

45 255082 105079 272725 122047

46 58132 34679 68831 41036

47 35623 7816 37327 8211

48 414477 232277 454068 309850

49 254087 108791 281531 126623

50 85964 51681 94668 58228

51 167332 26624 184349 29019

52 433126 181602 468031 213989

53 136075 51565 142195 59329

54 12172 998 12991 935

55 551563 408416 603144 456879

56 343388 61239 363746 66584

57 193400 74140 202231 80718

58 45797 17382 51293 20150

59 114906 92232 121742 101084

60 381334 197146 404240 232492

61 10999 2342 11395 2350

62 188358 203935 200985 241577

63 210801 87675 221340 96844

64 398283 72392 407349 80377

65 275505 83743 295447 114732

66 13523 2082 16875 2511

67 409977 173931 431455 206615

68 374479 120681 388785 130808

69 357146 165939 378062 217197

70 226370 83134 243604 143979

71 88117 7692 124202 8875

72 128902 92829 139245 116757

73 313527 69127 327926 93992

74 192820 113159 205695 150032

75 160573 33437 162251 36303

76 23255 46724 23601 49349

77 233343 87696 252054 114967

78 563161 116585 583629 128035

79 483753 177310 507269 203423

80 1077456 268587 1159275 306161

81 269678 91186 283253 104344

82 65137 53812 69725 60961

83 321697 67977 333066 77722

84 475468 169631 511047 200811

85 666242 211962 707717 259580

86 117149 24735 120644 26722

87 303089 90356 317580 101430

88 103040 51907 171995 80127

89 242255 101654 365192 157696

TAZ 2031 2041

Pop. Emp. Pop. Emp.

90 124117 77383 202509 132851

91 310987 108257 403349 188248

92 366960 81747 487860 113397

93 212641 69053 362417 107729

94 184839 77903 200191 99220

95 143892 110058 164877 151379

96 90851 76989 103461 97607

97 213785 44513 226568 54300

98 299628 117283 360011 187223

99 69139 21156 112911 48397

100 166443 58858 324916 145033

101 458435 234149 529612 380109

102 252165 59212 281638 122774

103 85011 28018 108649 62700

104 655810 504860 1136848 1036020

105 159676 38120 212339 69345

106 325961 83158 395158 137809

107 98165 61741 131000 94220

108 255596 66304 322490 114300

109 164372 75723 213223 123951

110 260016 80350 338190 140883

111 112970 32360 138133 47588

112 236497 153560 306121 224972

113 504315 271693 698425 476888

114 156674 202955 184804 269546

115 283195 189865 367410 293220

116 198206 85974 246834 138777

117 135160 87764 198305 139850

118 131203 42385 144017 55212

119 104406 22113 128651 33953

120 162730 43578 319230 68963

121 38151 12626 39386 15718

122 617207 274105 877928 447160

123 33964 9609 34207 15252

124 770406 373008 1402261 785182

125 228698 128113 274832 248215

126 132502 29590 166007 38509

127 211248 66479 264772 99073

128 247847 143363 278965 252357

129 67956 27155 74611 30394

130 51745 11691 53100 17057

131 630961 206504 1198515 410784

132 439224 124944 620065 203173

133 165223 48674 176806 59464

134 260797 32718 352200 45192

135 821633 228111 1729194 460785

136 27609 22195 32242 31511




5-8 | P a g e

TAZ 2031 2041

Pop. Emp. Pop. Emp.

137 134471 41991 158953 51444

138 46481 21626 49432 24568

139 63204 31389 67857 38321

140 45612 12810 49363 16542

141 50392 19855 53626 23184

142 112243 50971 135665 65798

143 65163 25417 70922 32126

144 26748 14490 32226 16835

145 42270 11736 45956 14226

146 58599 25286 75769 44687

147 128367 17557 162253 27419

148 94136 23333 118865 37823

149 82471 22893 115825 35433

150 63381 9198 117784 14134

151 140898 57565 321348 118542

152 279509 118960 398101 195109

153 260943 93349 310450 126018

154 294960 93045 398152 136090

TAZ 2031 2041

Pop. Emp. Pop. Emp.

155 152969 108917 172554 145455

156 321620 133728 413178 197038

157 39364 6144 63777 8246

158 122545 16914 200425 26994

159 114959 32979 155499 47638

160 99497 32399 102782 40376

161 250996 111789 1190435 252175

162 58502 25532 64520 32316

163 24116 10301 27734 12962

164 5900 4183 5900 5165

165 404809 94984 552265 196428

166 418436 387262 586892 808404

167 60748 27826 62569 32332

168 15377 4142 16146 5926

169 113962 13723 115276 17360

170 58037 7968 58974 10640

171 1749004 1138211 12817191 2716610

5.3 Travel Behaviour in MMC Study Area

Base year (2017) population of MMR is 24.88 M out of which 51% live in MCGM and 35% of the

population lives in 8 Municipal corporations other councils and towns and villages. Work

participation in MMR is about 40% and total number of residential workers based in MMR is 9.1M.

And 93.5% of this work force is engaged in other employment services other than agriculture and

mining. The district level data of the 2014 Economic Census indicates employment (formal) in

MMR Districts stands at 4.6M and out of which Mumbai’s contribution in employment is 2.7M. The

data indicates that 67% of the available jobs in MMR are located in MCGM, 26% of the jobs are in

8 Municipal Corporations and rest of them is located in rest of the regions.

In Urban areas work and education trips constitute majority. As seen majority (97%) of the

employment locations are located in MCGM and other major ULB’s, most of the work and

education trips are taking place between MCGM and other Municipal Corporations.

To capture travel behaviour at the study area traffic surveys have been carried on the regional

roads connecting the proposed MMC at the identified seven outer cordon locations. Survey data

reveals most of the trips are Home Based Work (HBW) 44%, Home Based Education (HBE) 30%

and Home Based Other Trips (HBO) 26%. Modal share revealed during the survey is presented

below:

Table 5-4: Distribution of Mode-wise trips at the MMC Precincts

Sl. No. Mode Total Trips

1 Two Wheeler 22.60%

2 Personal Car 19.40%

3 Taxi 8.20%

4 Suburban Rail as one leg in trip chain with other modes of Transport 25.20%

5 Public Bus 24.60%

Total 100.00%




5-9 | P a g e

In terms of percentage, the sub Regions in MMR other than MCGM, account for about 52% of

journeys and these trips made by trains and buses (as main mode) and the remaining trips are by

personal mode. In MCGM and adjoining municipal corporations like Thane, Kalyan Mira Bhyander,

and Navi Mumbai which are having direct access to Suburban rail, 80% of the trips are by public

transport. Whereas, in sub regions personal mode plays significant role while trip making. The

reasons for less dependency on public transport in the sub region si, due to poor

availability/accessibility to public transport.

For expenditure on transportation on an average, Rs 1000-1400 per person per month is spent in

the sub regions of MMR other than MCGM. The amount is marginally more than what was spent

in MCGM and other adjoining corporations. This would be due to long distance of travel as

affordable housing is available in sub regions of MMR.

The road based public transport system is mainly operated by municipal corporation undertakings

like BEST, NMMT, TMT, KDMT, MBMT and VVMT etc. In addition, MSRTC (which provides services

mainly for inter-city travel) also cater to the internal travel needs of MMR. Spread/ Coverage of

road network by Bus system operated by BEST, NMMT, TMT, KDMT, MBMT, VVMT and MSRTC is

presented in the table below:

Table 5-5: Bus Operational Characteristics operated

by BEST, NMMT, TMT, KDMT, MBMT, VVMT and MSRTC

Under Taking

No of Buses

Bus Depot

No of bus

stops

No of Routes

Total Route

Length (km)

Average Route Length

Daily Ridership

(lakh)

Ridership per bus Route

length-km

BEST 3749 27 1640 477 6888 14.3 28.3 411

TMT 493 4 722 100 1051 10.5 1.3 124

NMMT 467 3 436 70 1820 26 2.7 148

KDMT 80 288 46 533 11.6 0.8 150

MBMT 47 263 28 323 11.5 0.3 93

VVMT 122 2 401 36 361 10 0.9 249

MSRTC 2145 19 3000 761 41277 54.2 7.8 19

Total 7103 55 6750 1518 52253 42.1 81

Source: BEST, NMMT, TMT, KDMT, MBMT, VVMT, MSRTC and Basic Transport and Communication Statistics

of MMR, 2016 by MMRDA

From the figures indicated in the above Table 5-5 it can be seen that out of 42.1 lakh passenger

trips 67% of the trips are contributed by BEST, 20% of the trips by MSRTC, and rest are by the

other travel carriers. Also it is was revealed from CTS (2008)3 study, recorded trips by the public

transport agencies was 55 lakhs/day, whereas the recent statistics indicate 42.1 lakh trips /day,

indicate reduction in public transport over the last one decade by 30%. The reasons for reduction

in public transport is increase in personalized vehicles, this has resulted in traffic congestion on all

regional trunk roads. Hence there is a need to augment regional road infrastructure, and also to

improve public transport system in MMR, for which a transit facility like Multi Modal Corridor is

essential.

3 Comprehensive Transportation Study (CTS-2008) by LEA Associates, submitted to MMRDA




5-10 | P a g e

5.4 Vehicle Ownership and Per capita Trip Rates

Number of vehicles in MMR has been increased from 18.42 lakhs in 2001 to 79.71 lakh in March

20184. Recorded compound annual growth rate (CAGR) of the vehicles in MMR over the last two

decades is more than 9%. Among the total vehicles registered in MMR till March 2018, almost

47.85 lakh were two-wheelers 16.69 lakh were in cars category and Auto Rickshaws are about

4.18 lac. The number of black-and-yellow taxis was pegged at 66,694, and tourist taxis at 1.47

lakh. In MMR vehicle registrations are taking place in three RTO regions namely Thane Region

(Thane, Kalyan, Vashi, and Vasai RTO’s), Mumbai Region (Tardeo, Andehri, Wadala and Borivli

RTO’s) and Panvel region (Panvel and Pen RTOs). Among the three regions, highest vehicle

registrations were at Thane (38.31 lac) followed by Mumbai (33.52 lac), over the last three years

about 2M new vehicles have been added to MMR. This indicates on an average daily 1820

vehicles are hitting Mumbai and Region roads. Per capita vehicle ownership in MMR has been

increased from 0.10 to 0.45 over the last one decade. Current availability of vehicles per 1000

population in MMR is stood at 4006. The reasons for high vehicle growth in MMR is due to poor

availability of Public Transport and Sub-urban train system in the sub regions.

CTS (2008) through Home Interview Surveys established per capita trip rates at 1.19 trips

/person/day inclusive of walk trips and 0.65 trips /capita/exclusive of walk trips. As there is

significant increase in vehicle ownerships over the last one decade, there is an increase in per

capita trip rate too.

OD survey carried at the study area precincts at seven locations reveal that current per capita trip

rate has been increased to 0.92 trips/person/day exclusive of walk. At the moment, altogether

23M mechanized two way trips are being generated in the MMR region, out of which 11.04M

(48%) trips are exclusively from the sub regions other than MCGM

Among the trips generated in the sub regions other than MCGM and other than major Municipal

Corporations, majority of the trips are shared by public modes of transport.

5.5 Trip Pattern Captured at the MMC Catchments:

Travel behaviour and trips captured during Origin and Destination Survey at the classified traffic

volume counts as revealed from the analysis is given in the Table 5-6 below.

Table 5-6: Person Trip Distribution at the MMC

Internal External Total

Internal - 95.6 95.6

External 95.6 4.4 100

Total 95.6 100

The origins or destinations of passenger-vehicle movements in and out of MMR are dominated by

Greater Mumbai and its adjoining major Municipal Corporations. About 67% of all vehicle

movements either originate from, or terminate in Greater Mumbai and share of Kalyan (5%),

4 State Motor vehicle department. 5 Established from the RTO statistical data 6 New Delhi stood at highest vehicle ownership with 550 vehicles in the country




5-11 | P a g e

Thane (3%) and Navi Mumbai (6%) are also significant. Most of these trips are made for work

and education related purposes. In addition, about 1.4M bus passengers arrive in and depart

from MMR daily through MSRTC and other bus operators. Greater Mumbai accounts for half of

this traffic. Kalyan-Dombivali Thane and Navi Mumbai are also very important. Through-traffic,

traversing the region accounts for only 4.4% of passenger movements. As many (95.6%) of the

interactions captured at the outer cordon location are Internal – External and vice-versa they

would be using the proposed MMC to enter in to the sub regions of MMR.

5.6 Need for the Study

As seen from the above discussions, it is evident that the dependency on personal mode of

transport is very high in the sub regions of MMR other than MCGM and its adjoining Municipal

Corporations. Also the existing regional trunk routes are operated with traffic volumes at more

than their capacities. There is a need to provide multipurpose transport corridor running from

North to South connecting different sub regions, and interfacing with the regional trunk routes.

Proposed MMC starts from Mumbai-Ahmadabad highway (NH8) at village Navghar. It passes

along several existing and proposed roads such as NH8, Old Agra Road, NH3, Kalyan-Shilphata

Road, NH4& NH4B. It interfaces with proposed Mumbai-Vadodra highway near Morbe village.

Further it also passes over Mumbai-Pune Expressway forming an important junction at Ajivali

village. Towards the south end, it connects to NH17, MTHL, Proposed Navi Mumbai International

Airport and JNPT.

5.7 Objectives of the Study

The goals and objective of the study are in line with the Regional Plan and Comprehensive

Transportation Study (CTS) to facilitate and promote balanced economic growth in the region.

This goal was further translated into the following objectives

To support the goal of transforming Mumbai Region into a world class city with a vibrant

economy and a globally comparable quality of life

To find long term transportation solutions to the Mumbai Region to achieve balanced

economic development

To minimize adverse environmental impacts that may occur in the process of economic

growth and augmentation Transportation Infrastructure projects.

To develop a greenfield Multi Modal Transport Corridor that provides connectivity among

the unconnected sub regions of MMR and other new transit projects.




6-1 | P a g e

6 TRAFFIC ANALYSIS

6.1 Traffic Forecast

Traffic Forecast shall be based on the projected planning parameters for the MMR and on

economic forecast for the regional traffic. The output shall be the projected vehicular traffic on

the MMC corridor and the passenger loading on the transit corridor which is an integral part of

MMC. The assignment shall take the impact of the competing corridors in the region. The

Methodology adopted for traffic forecast is shown in the form of a flow chart in the following

Figure 6-1.

Figure 6-1: Flowchart of Methodology adopted for Traffic Forecast

6.1.1 Traffic Studies and Demand estimation

Multimodal corridors (MMC) have been suggested in areas where, new or substantially upgraded

road and public transport links are shown by the transport demand as being required by 2031.

Rather than designate separate and seek to protect separate Rights of Way (RoW) for the roads

and public transport (PT) infrastructure, MMRDA is considering combining the roads and PT infra

into a single RoW.

MMRDA has carried out Techno economic feasibility report and intends to seek the assistance of

consultants of International repute, for Detailed Project Report (DPR) for the Development of the

Navaghar Chirner -Alibaug Multi-Modal Corridor in MMR.

The traffic report provides detailed information on the following:

Development of a Macro Model for ROW and Ridership estimations in PTV VISUM plat

form

Input Data Requirements Planning Parameters at Strategic level (171 TAZ’s) on PTV

VISUM Platform

Traffic Modelling Output results

Traffic Forecast

Existing Traffic

1. Based on Visum Software.

2. Data collection : traffic Counts.

3. Comparision with Model Output.

4. Adjustments to Model .

5. Model Results

New growth Areas

1. Based on New growth areas.

2. Assumed to grow similar .

3. Trip generation for new growth

areaas.

4. Model Results.

induced Traffic.

1. People who currently want to make a trip but do

not because of congestion or other

reasons.




6-2 | P a g e

6.1.2 Traffic Surveys

Zones (TAZ)

As the MMC is passing through the Greenfields and establishing connectivity among the MMR

sub-regions and sub-regions with outer areas, for the modeling purpose a broader zones are

considered to understand the traffic patterns. The study area has been suitably divided into traffic

zones based on their homogeneity and for the study purposes a total of 171 strategic internal

zones were adopted from the shape file form the CTS 2008 transport model and in addition an

additional 31 external zones were included for modelling. Accordingly traffic field surveys are

conducted. As the primary objective of the traffic study is to assess the traffic demand on Multi

Modal Corridor rather than the interaction with in the sub regions of MMR, hence Consultant

adopted 171 coarser strategic Traffic Analysis Zones for optimizing the model building process.

6.1.3 Primary Data Collection

Field traffic surveys and their locations have been identified based on the results of

reconnaissance survey and finalized in consultation with the MMRDA officials. The detailed traffic

surveys at the identified locations have been carried out on the different roads. The identified

survey locations are presented along with the schedule in below Table 6-1. Traffic surveys were

conducted in the month of May and September 2015 at 7 seven regional road carrying regional

traffic to MMR sub-regions.

Table 6-1: Traffic Survey Schedules and Locations

S. No.

Description Location Schedule Remarks

1

Near Chinchoti Phata on NH-8

Classified Traffic Volume Count

Near Chinchoti Phata 4th May to 11th May

(7x24) Hrs

Origin and Destination Survey

Near Chinchoti Phata 7th May 24 Hrs

2

Near Padgha on NH-3


Near Padgha 4th May to 11th May

(7x24) Hrs


Near Padgha 9th May 24 Hrs

3

Near Khalapur on Mumbai-Pune Expressway


Near Khalapur at IRB Toll Plaza

3rd Sept. to 10th Sept.

(7x24) Hrs


Near Khalapur at IRB Toll Plaza

3rd Sept. 24 Hrs

4

Near Shedung Village on NH-4


Near Shedung Village IRB Toll Plaza

4th Sept. to 11th Sept.

(7x24) Hrs


Near Shedung Village IRB Toll Plaza

4th Sept. 24 Hrs

Axle Load Survey Near Shedung Village IRB Toll Plaza

4th Sept. 24 Hrs

5

Near Tara Village On NH-17


Near Tara Village 9th May to 16th May

(7x24) Hrs


Near Tara Village 14th May 24 Hrs




6-3 | P a g e

S. No.

Description Location Schedule Remarks

6

Near Kalamboli on NH-4B


Near Kalamboli 16th May to 23rd May

(7x24) Hrs


Near Kalamboli 15th May 24 Hrs

Axle Load Survey Near Kalamboli 15th May 24 Hrs

7

Near VadkhalPhata on NH-66


Near VadkhalPhata 10th May to 17th May

(7x24) Hrs


Near VadkhalPhata 12th May 24 Hrs

6.1.4 Travel Demand Model

Travel Demand Model for the proposed MMC has been developed in PTV Visum Platform. The

model has been calibrated to the base year (2017) and validated for the use to forecast traffic for

the set of horizon years.

Trip Generation

MMC corridor is planned through green fields connecting the sub regions of MMR. MMC

intended, largely to cater to the needs of external trips namely External-Internal and Internal-

External and External-External trips of the sub regions. The number of trips expected to be

generated from the developments has to be quantified for the specific land by using

regression method. For the estimation of trip generations, relevant trip ends equations were

extracted from the volume 1 of the CTTS 2008 report, and attractions and production values

for the internal zones were estimated for the horizon years of the 2021, 2031, and 2041 for

each trip purpose.

Trip Distribution

In trip distribution process, the productions and attractions estimated in the trip generation

stage are distributed across 171 strategic zones based on the travel impedance across the

regions. In trip distribution stage the demand matrices for each mode is generated by

considering the base matrix which is derived from the survey data for the parameters

determined in the existing model. This stage will be carried out by using gravity method. The

basis for the calibration of trip distribution model was taken from the CTS 2008 report, Vol 1.

Mode Choice

Mode choice equations are used to distribute the demand estimated for each trip purpose

from the trip distribution models into different modes. For the present study, calibrated

equations for the mode choice modeling were extracted from the CTS 2008 transport model

report, Volume-1.

Assignment Procedure

The consultant has used the Equilibrium assignment as used in the CTTS 2008 report. The

Equilibrium assignment distributes the demand according to Wardrop's first principle.




6-4 | P a g e

Traffic Surveys

As per the terms of reference and scope of work following surveys have been identified and

planned.

− Classified Traffic Volume Count

The vehicle classification has been developed based on the requirement of ToR,

classification of vehicles and guidelines by IRC. The counting has been done manually

through trained enumerators and the data has been collected at 15 minute intervals for 7

days. Seven locations for the CTVC has been selected in consultation with the client.

− Origin-Destination Survey

OD survey has been conducted for one day (24 hours) on typical working day at

identified locations. The data collected in the origin-destination survey includes vehicle

registration, trip origin, trip destination, trip length and occupancy, trip purpose for

passenger vehicles and commodity, load carried in case of freight vehicles. The data has

been collected using road side interview method by stopping vehicles on random sample

basis and interviewing the driver/passenger.

− Axle Load Survey

The axle load survey has been conducted at two locations, i.e., Kalamboli (NH4B) and

Shedung Village (NH4 IRB Toll). Axle load survey has been done using the axle load pad

and each axle has been weighed to get the total weight of the vehicle. The data has been

collected on random basis in each direction.

− Data Checking and Computerization

All the data collected from primary and secondary surveys has been coded for further

analysis using Microsoft Excel. The data has been checked for consistency, data entry

errors, logical errors etc. before further processing for analysis.

The traffic surveys and their locations have been identified based on the results of

reconnaissance survey and finalized in consultation with the MMRDA officials. Consultants have

carried out detailed traffic surveys at the identified locations on the different roads. Traffic

surveys are conducted in the month of May and September 2015 at identified survey locations

presented graphically in Figure 6-2 below:




6-5 | P a g e

Figure 6-2: Traffic Survey Location Map

Traffic Analysis

The data (primary and secondary) collected has been analyzed to obtain information on ADT,

Seasonal Variation, AADT, traffic composition, travel pattern and commodity movement

pattern, Traffic Demand Forecasting. This information along with appreciation of other

relevant parameters formed part of the basic input for the travel demand modelling and its

validation. Output of the model has been used for transit proposals, improvement and

phasing. These are discussed in the following paragraphs.

Traffic Characteristics

The analysis of the directional classified traffic volume counts observed at survey locations

has been carried out to work out the following traffic characteristics:

Average Daily Traffic (ADT)

Hourly Variation

Daily Variation




6-6 | P a g e

Directional Distribution

Composition of ADT

Annual Average Daily Traffic (AADT)

The various vehicle types having different sizes and characteristics were converted into

Equivalent Passenger Car Units. The Passenger Car Unit (PCU) factors recommended by

Indian Road Congress in “Guidelines for Capacity of Roads in Urban Areas” (IRC-106-1990)

have been used for conversion, and are presented in Table 6-2.

Table 6-2: PCU Factors Adopted for the Current Study

Fast Vehicles PCU Slow Vehicles PCU

Passenger Car Utility Vehicle Mini Bus Standard Bus 3 wheeler Tempo 4 wheeler Tempo LCV-Passenger LCV-Freight 2-Axle Rigid Chassis 3 Axle Rigid Chassis MAV-Semi Articulated MAV-Articulated Two Wheeler Auto Rickshaw

1.0

1.0

1.5

3.0

1.5

1.5

3.0

3.0

4.5

4.5

0.5

1.0

Cycle Cycle Rickshaw Animal Drawn Vehicle Hand Cart

0.5

2.0 6.0 3.0

Source: IRC-106-1990

Average Daily Traffic

The Classified Traffic Volume count survey has been conducted for 7 days continuously for

each homogenous section on different roads which are having influence on project corridor.

For analysis purpose an average of 7 days count has been considered to get the Average

Daily Traffic (ADT). ADT has been converted to AADT by using Seasonal Correction

Factors(SCF). The traffic captured on outer cordon locations is largely related to Internal-

External and External-Internal on Regional Roads and does not have significant monthly

variations. Review of the traffic data for the regional roads, at the study area reveal the SCF

varies from regional road to road and the range is from 0.94 to 1.06. As the variations are

less than 10% which would not have much affect on MMC travel demand. Under the

circumstances, an uniform SCF of 1.0 is adopted for all the locations. Henceforth the

Seasonal Correction Factor (SCF) for all the traffic count stations would be 1.0. The ADT and

AADT would be same for all the traffic count stations. The AADT has been estimated by

applying the Seasonal correction Factor (SCF).

Table 6-3 below presents the Annual Average Daily Traffic (AADT) which the traffic count has

been carried out in the month of May 2015 and September 2015.




6-7 | P a g e

Table 6-3: Classified Traffic Volume Counts (AADT) Captured at the Survey Locations

Vehicle Type

Ne

ar

Ch

inch

oti

Ph

ata

on

NH

-8

Ne

ar

Pa

dg

ha

on

NH

-3

Ne

ar

Kh

ala

pu

r o

n

Mu

mb

ai-

Pu

ne

Ex

pre

ssw

ay

Ne

ar

Sh

ed

un

g

Vil

lag

e o

n N

H-4

Ne

ar

Ta

ra V

illa

ge

On

NH

-17

Ne

ar

Kala

mb

oli

on

JN

PT

Ne

ar

Va

dk

ha

l

Ph

ata

on

NH

-66

Two Wheeler 10,795 7,540 0 7,412 5,291 5,179 13,396

Three Wheeler 4,458 946 0 1,132 642 208 2,002

Car/ Taxi/ Van 36,321 11,580 21,419 7,956 10,134 2,506 15,130

Utility (Jeep, Van etc) 8 1,125 9,168 2,534 391 31 398

Mini Bus 124 174 162 51 157 14 368

Standard Bus 350 300 44 403 648 26 733

Regional Bus 392 251 1,938 42 1,088 10 1,299

Passenger LCV 42 5 0 0 0 0 0

Freight LCV 5,101 3,375 1,998 1,542 1,949 1,053 3,323

2 Axle Truck 5,860 1,700 1,801 538 698 1,028 1,138

3 axle Truck 3,981 1,306 875 608 694 1,369 1,192

Semi Articulated Truck 2,242 1,105 273 2,181 0 0 116

Articulated Truck 1,127 596 592 611 1,290 8,718 1,932

Non Motorised Vehicels

Cycle 0 6 0 9 24 12 112

Cycle Rickshaw 0 0 0 0 0 0 2

Animal Drawn Vehicles 0 0 0 0 1 0 4

Hand Cart 0 0 0 0 0 0 0

Others 0 4 3 1 0 6 36

Vehicles

Motorised 70,801 30,003 38,270 25,010 22,982 20,142 41,027

Non Motorised 0 10 3 10 25 18 154

Total 70,801 30,013 38,273 25,020 23,007 20,160 41,181

PCU

Motorised 1,00,995 41078 51,694 35,055 32,161 53,465 52,067

Non Motorised 0 7 3 6 17 12 113

Total 1,00,995 41085 51,697 35,061 32,178 53,477 52,180

Vehicle Type

Ne

ar

Ch

inch

oti

Ph

ata

on

NH

-8

Ne

ar

Pa

dg

ha

on

NH

-3

Ne

ar

Kh

ala

pu

r o

n

Mu

mb

ai-

Pu

ne

Ex

pre

ssw

ay

Ne

ar

Sh

ed

un

g

Vil

lag

e o

n N

H-4

Ne

ar

Ta

ra V

illa

ge

On

NH

-17

Ne

ar

Kala

mb

oli

on

JN

PT

Ne

ar

Va

dk

ha

l

Ph

ata

on

NH

-66

Two Wheeler 10,795 7,540 0 7,412 5,291 5,179 13,396

Three Wheeler 4,458 946 0 1,132 642 208 2,002

Car/ Taxi/ Van 36,321 11,580 21,419 7,956 10,134 2,506 15,130

Utility (Jeep, Van etc) 8 1,125 9,168 2,534 391 31 398

Mini Bus 124 174 162 51 157 14 368

Standard Bus 350 300 44 403 648 26 733

Regional Bus 392 251 1,938 42 1,088 10 1,299

Passenger LCV 42 5 0 0 0 0 0

Freight LCV 5,101 3,375 1,998 1,542 1,949 1,053 3,323




6-8 | P a g e

Vehicle Type

Ne

ar

Ch

inch

oti

Ph

ata

on

NH

-8

Ne

ar

Pa

dg

ha

on

NH

-3

Ne

ar

Kh

ala

pu

r o

n

Mu

mb

ai-

Pu

ne

Ex

pre

ssw

ay

Ne

ar

Sh

ed

un

g

Vil

lag

e o

n N

H-4

Ne

ar

Ta

ra V

illa

ge

On

NH

-17

Ne

ar

Kala

mb

oli

on

JN

PT

Ne

ar

Va

dk

ha

l

Ph

ata

on

NH

-66

2 Axle Truck 5,860 1,700 1,801 538 698 1,028 1,138

3 axle Truck 3,981 1,306 875 608 694 1,369 1,192

Semi Articulated Truck 2,242 1,105 273 2,181 0 0 116

Articulated Truck 1,127 596 592 611 1,290 8,718 1,932

Non

Motorised Vehicels

Cycle 0 6 0 9 24 12 112

Cycle Rickshaw 0 0 0 0 0 0 2

Animal Drawn Vehicles 0 0 0 0 1 0 4

Hand Cart 0 0 0 0 0 0 0

Others 0 4 3 1 0 6 36

Vehicles

Motorised 70,801 30,003 38,270 25,010 22,982 20,142 41,027

Non Motorised 0 10 3 10 25 18 154

Total 70,801 30,013 38,273 25,020 23,007 20,160 41,181

PCU

Motorised 1,00,995 41078 51,694 35,055 32,161 53,465 52,067

Non Motorised 0 7 3 6 17 12 113

Total 1,00,995 41085 51,697 35,061 32,178 53,477 52,180

Table 6-4: Vehicle Composition(%) as Captured at the Traffic Count Locations

Vehicle Type

Ne

ar

Ch

inch

oti

Ph

ata

on

NH

-8

Ne

ar

Pa

dg

ha

on

NH

-3

Ne

ar

Kh

ala

pu

r o

n

Mu

mb

ai-

Pu

ne

Ex

pre

ssw

ay

Ne

ar

Sh

ed

un

g V

illa

ge

on

NH

-4

Ne

ar

Ta

ra V

illa

ge

On

NH

-17

Ne

ar

Kala

mb

oli

on

JN

PT

Ne

ar

Va

dk

ha

l P

ha

ta

on

NH

-66

Two Wheeler 15.25% 25.12% 0.00% 29.62% 23.00% 25.69% 32.53%

Three Wheeler 6.30% 3.15% 0.00% 4.52% 2.79% 1.03% 4.86%

Two Wheeler& Three wheeler 21.54% 28.27% 0.00% 34.15% 25.79% 26.72% 37.39%

Car/ Taxi/ Van 51.30% 38.58% 55.96% 31.80% 44.05% 12.43% 36.74%

TW;Three Wheeler & Car 72.84% 66.86% 55.96% 65.95% 69.84% 39.15% 74.13%

Utility (Jeep, Van etc) 0.01% 3.75% 23.95% 10.13% 1.70% 0.15% 0.97%

Mini Bus 0.18% 0.58% 0.42% 0.20% 0.68% 0.07% 0.89%

Standard Bus 0.49% 1.00% 0.11% 1.61% 2.82% 0.13% 1.78%

Regional Bus 0.55% 0.84% 5.06% 0.17% 4.73% 0.05% 3.15%

Passenger LCV 0.06% 0.02% 0.00% 0.00% 0.00% 0.00% 0.00%

Freight LCV 7.20% 11.25% 5.22% 6.16% 8.47% 5.22% 8.07%

2 Axle Truck 8.28% 5.66% 4.71% 2.15% 3.03% 5.10% 2.76%

3 axle Truck 5.62% 4.35% 2.29% 2.43% 3.02% 6.79% 2.89%

Semi Articulated Truck 3.17% 3.68% 0.71% 8.72% 0.00% 0.00% 0.28%

Articulated Truck 1.59% 1.99% 1.55% 2.44% 5.61% 43.24% 4.69%

Proportion of Goods Traffic 25.86% 26.93% 14.47% 21.90% 20.13% 60.36% 18.70%

Non Motorized Vehicles Cycle 0.00% 0.02% 0.00% 0.04% 0.10% 0.06% 0.27%




6-9 | P a g e

Vehicle Type

Ne

ar

Ch

inch

oti

Ph

ata

on

NH

-8

Ne

ar

Pa

dg

ha

on

NH

-3

Ne

ar

Kh

ala

pu

r o

n

Mu

mb

ai-

Pu

ne

Ex

pre

ssw

ay

Ne

ar

Sh

ed

un

g V

illa

ge

on

NH

-4

Ne

ar

Ta

ra V

illa

ge

On

NH

-17

Ne

ar

Kala

mb

oli

on

JN

PT

Ne

ar

Va

dk

ha

l P

ha

ta

on

NH

-66

Cycle Rickshaw 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

Animal Drawn Vehicles 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.01%

Hand Cart 0.00% 0.00% 0.00% 0.00% 0.00% 0.00% 0.00%

Others 0.00% 0.01% 0.01% 0.00% 0.00% 0.03% 0.09%

Vehicles Motorised 100.0% 99.97% 99.99% 99.96% 99.89% 99.91% 99.63%

Non-Motorized 0.00% 0.03% 0.01% 0.04% 0.11% 0.09% 0.37%

100.0% 100.0% 100% 100% 100% 100% 100%

Observations and findings of Field Traffic Surveys:

The locations where the traffic surveys has been conducted is on the regional roads

connected to the proposed MMC and are planned to be integrated with an interchange

facility with the proposed MMC corridor.

Annual Average Daily Traffic along different corridors varies between 20,160 vehicles

(53,477 PCU’s) to 70,801 vehicles (1,00,995 PCU), at Kalamboli NH-4B and near Chinchoti

Phata on NH-8 respectively.

Except Mumbai–Pune Express highway, at all the survey locations, significant proportion

of two wheeler and three wheeler traffic indicates the presence of local traffic (22%-

37%) and their movement pattern Internal-External and vice-versa.

Except JNPT location, at all other locations, large proportions of car traffic entering in to

sub regions of MMR

Share of Car traffic is highest near Chinchoti Phata on NH-8 due to the interaction of

MMR with Mumbai, Gujarat, Rajasthan and Delhi.

Share of Commercial traffic (Truck-goods) on an average is about 20% at all locations

except at the JNPT location (60%)

There is very negligible amount of non-motorised traffic at all the traffic locations.

From the OD survey it is established that 95.5% of the traffic would be Internal-External

and vice-versa. Henceforth, there would be very high probabilities, for the regional road

traffic to use MMC to enter into the sub regions of MMR through the interchanges that

are planned for all the regional trunk routes connecting the sub regions of MMR using

MMC.

6.1.5 Network Model

Zones

Zones are the network objects representing developmental area, land use, towns, or cities as

in the base of this assignment. Zones (traffic cells) describe the positions of utilities in the




6-10 | P a g e

network (for example, residential areas, commercial areas, shopping centers, schools). They

are origins and destinations of movements within the transport network, which means of

traffic. Zones and the transport network are connected through connectors. For the current

study, the MMC is planned through the green fields, and the MMC is intended to provide

connectivity among the sub regions. Hence forth in the present study, strategic TAZ’s, a total

of 171 internal zones were adopted from the shape file form the CTS 2008 transport model

and an additional 31 external zones were modelled as per the survey conducted. Figure

below shows the network with zones coded in PTV VISUM. Strategic TAZ’s for the purpose

travel demand modeling is shown in the Figure: 6-3 below.

Figure 6-3: Internal Zone number as coded in PTV VISUM Base model

Links and Nodes

Nodes are objects which define the position of intersections in the link network and of

switches in the railway network. They are start and end points of links. Links connect nodes

and thus describe the rail and road infrastructure. A link has a particular direction, so that the

opposite link represents a separate network object. Links takes their properties of capacity,

speed and transport systems allowed from the link types. A link is represented as a directed

element and is described by the from node number and to node number. Links and nodes

were provided in shape file format extracted from the CTS 2008 report and updated as per

current configuration for the base year.




6-11 | P a g e

Figure 6-4: Links and Nodes as coded in PTV VISUM. Base Model

Link Types

The traffic related properties of links are described in Visum via Link Types. Visum allows to

model a total of 100 Different Links Types. The different classification of the roads and their

attributes are incorporated while developing the transport demand model. Following are the

important parameters of a link type:

List of permitted transport systems on a link

Capacity PrT

Permitted free flow PrT speed (v0 PrT)

Number of lanes

Permitted maximum speed vMax-TSys of every PrT transport system

Base year road network (2008) formulated by CTS has been taken as the basis for travel demand

modeling purposes and it has been updated for the MMC project study base year 2017 by adding

new transport and transit links developed subsequent to 2008. Proposed future transit projects

for the horizon years are incorporated to study the implications with and without project scenario.

Adopted transport network for the base year and horizon years is presented in the figures below.




6-12 | P a g e

Figure 6-5: Base year Network considered for the Travel Demand Modelling




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Figure 6-6: Horizon Year (2021) Network considered for the Travel Demand Modelling.




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Figure 6-7: Horizon Year (2031) Network considered for the Travel Demand Modelling.

Considerations made while developing transportation demand model on VISUM Model

Internal to internal travel data arrived using MMRDA CTTS TRANSFORM Model updating the

planning parameters for base year and different horizon years.

Internal to external, external to internal and external to external data taken from Outer

cordon OD surveys carried out by the consultant

All existing, proposed and transport / transit corridors were considered in the model

Transport network proposed for development in line with the CTS and Regional development

plan in MMR were considered for different horizon years. Accordingly, Transport Network

Node Link diagrams for base year and horizon years were updated and used in travel model

modelling and forecasting through VISUM Model

Walk trips were not considered as they are used for last mile connectivity and restricted

within corporation areas.

Due to the introduction of DFC facility, Modal share of Rail: Road would improve in the next

20 years, and dependence on heavy commercial vehicles would reduce gradually.(i.e growth

rates for the trucks/commercial vehicles would not aggressive)




6-15 | P a g e

New mass transit projects like, Metro Rail, augmentation of sub urban rail, introduction of

MTHL the share of public transport would improve significantly.

Speeds considered were based on the lane configuration and the type of vehicle, transit

system. Vehicle speed flow equations were used to update the speeds in the model

Passenger Car Units (PCUs) and Capacities of roads were considered as per IRC 106-1990

Effect of developmental project, other new mass transit proposals were considered in the

model reflecting Planning Parameters (Resident population, employment, school enrolment

etc.) based on the type of developments proposed in different areas (viz. residential,

industrial etc.) accordingly the trip generation (productions & attractions) revised for base

year and horizon years

Induced traffic due to other transport and transit projects were given due consideration while

carrying traffic estimates, various transit proposals incorporated are;

MTHL

Vadodara –Mumbai Express (VME) Highway

Belapur-Kharghar-Khandewar Navi Mumbai Metro Line-1

Augmentation of Vasai-Panvel Suburban Rail

Dedicated Freight Cargo Corridor

Fare structure for public transport systems were considered as existing and their fare structure

for horizon years were considered as per the fare policies of the transit systems applicable Viz.

Bus fare policies of BEST, NMTC, KDTC etc., Indian Railway fare policy for Suburban rail fare and

Mumbai Metro Rail and Navi Mumbai Metro Rail fare policies for Metro fares.

Toll Rates being critical in the route choice for road users, all existing toll gates at exiting rates

were incorporated. Toll rates for different horizon years were proposed as per the applicable

policies viz., MSRDC for state highways, NHAI for National Highways.

While assigning traffic onto the network, cars, goods traffic and public transportation trips are

considered.

6.2 Transport System/Modes/Demand Segments

a) Transport System (TSys)

The transport supply consists of several transport systems like car, Bus, Suburban Rail,

Monorail, Metro, HGV etc., their attributes are integrated into network objects as per the

transport systems.

b) Mode

In Private Transport (PrT) mode comprises Car, taxi. In Public Transport (PuT), comprises of

several transport systems like Bus, Suburban Rail, Monorail, Metro. All private Modes are

defined in the assignment as PrT.

c) Demand segment (DSeg)

A demand segment makes the connection between transport supply and traffic demand. A

demand segment is assigned one mode and each demand segment consists one demand




6-16 | P a g e

matrix. A mode can comprise several demand segments. Following Figure 6-8 shows the

Vehicle types defined in VISUM model independently as Transport Systems/modes/Demand

Segments. PCU values were adopted as per IRC 106, 1990.

Figure 6-8: Transport Modes Defined in PTV VISUM| Base Model

Two wheeler and walk modes were not modeled as they are nor used for inter sub-regional

travel.

d) Volume Delay Functions

Volume Delay functions or capacity restrain functions define correlation between current

volume of traffic and roadway capacity of a link. The result of the V-D function is the travel

times in the loaded network for the Private vehicles. Thus a V-D function defines the travel

time of traversing a link in loaded state. Several V-D functions are available in Visum and

different road types are defined with the different V-D functions. The values for the different

calibrated volume delay functions were in line with Transform Model.

e) Public Transport network

Public transport network developed for CTS study was taken as basis and updated by

incorporating the transit network developments implemented over the last decade for base

year network (Figure 6-9). Future Transit proposals planned by different authorities in MMR

region were used while developing horizon year transit networks.




6-17 | P a g e

Figure 6-9: Base Year Public Transport Network as coded in PTV VISUM

f) Demand Data

Base Year Mode-wise Travel Demand

Base year travel demand was estimated in two stages, first was within MMR Region and the

second was on MMRs interaction with the external zones. Travel demand within MMR is

arrived using demand models of CTS study with updated planning parameters. MMRs

interaction with the external zones was arrived from the OD surveys carried out by the

consultant at the seven outer cordon locations falling on regional roads.

g) Equations for 4-Stage Modelling Process

Trip Purposes

Following trip purposes (also known as activity pairs) were modelled in PTV VISUM in line

with previous study. The details of trip purposed considered by the consultant are given

in the following Figure 6-10.




6-18 | P a g e

Figure 6-10: Trip Purposes as per CTS report 2008

Trip Generation

The trips generated (productions and attractions) from various TAZs were arrived using

regression models developed earlier. Purpose wise Production (Pi) and Attractions (Aj) for

the internal zones were estimated for the years of the 2021, 2031, and 2041.

Trip Distribution

In trip distribution process involves estimation of individual cell values of the matrix using

the productions and attractions based on the deterrent functions. Figure below provides

the trip distribution models used:

Figure 6-11: Calibrated trip distribution model for CTTS 2008 Report

Mode Choice Equations

Mode choice equations were used to distribute the demand estimated for each trip

purpose from the trip distribution models into different modes. For the present study,

calibrated equations for the mode choice modelling were extracted from the transport

model developed earlier were used.

Assignment Procedure

The consultant has used the conventional assignment technique. The assignment

distributes the demand according to Wardrop's first principle.

"Every road user selects his route in such a way, that the impedance on all alternative

routes is the same, and that switching to a different route would increase personal travel

time (user optimum)."




6-19 | P a g e

This behavioral hypothesis underlies the unrealistic assumption that every road user is

fully informed about the network state. In transport planning this hypothesis is approved

of given a fundamental methodical advantage of the equilibrium assignment - with quite

general requirements, the existence and uniqueness of the assignment result (expressed

in volumes of the network object) is guaranteed. Moreover, measures for the distance of

an approximation solution from the equilibrium exist, from which an objective termination

criterion can be derived for the procedure, which generally is an iterative problem

solution.

During equilibrium assignment, the steps shown below in figure are made use of.

Figure 6-12: Procedure of the Equilibrium Assignment

Methodology

Flowchart given in Figure 6-13 below discusses the methodology for developing the

base year travel demand model.




6-20 | P a g e

Figure 6-13: Methodology for Base year model development

Base Year Model Development

− Network Model

The network model consisting of zones, links and nodes was imported from previous study

and updated based on transport and transit projects operational. Visum provides an exclusive

feature to check for network consistencies in terms of various parameter before proceeding

to the next step. Figure below provides a snapshot of the network check option in PTV

VISUM.

Matrix Correction using T-Flow Fuzzy

Review of Traffic Data

Data Input and Network Coding in PTV

VISUM

Comparison of Observed and Modelled

Counts

Network Data:

Links (Road Network)

Nodes

Zones

Connectors

Volume Delay Functions

Modes and Demand Segments

Link Types

Demand Data

Mode Wise Matrices

Impedance Definition

Project Start

Validation of the model with observed

traffic volume




6-21 | P a g e

Figure 6-14: Network check window in PTV VISUM

Transport systems and modes are coded in Visum and link types are defined to assign

different links properties of capacity and link speeds as discussed. Figure below shows a

snapshot of link types as defined in PTV Visum refer Figure 6-16.

Figure 6-15: Link Types as defined in PTV VISUM

Capacity restraining volume-delay function as extracted from the CTTS report are coded in

PTV VISUM and assigned to their respective link types. Figure below a snapshot of the coded

volume-delay function.




6-22 | P a g e

Figure 6-16: Volume-Delay function as defined in PTV VISUM

Public transport network is imported from the Existing_Suburban.shp and Metro_Links.s\hp

collected from the client. Stop points are also imported representing public transport stops.

Figure 6-17 below shows the completed network for the Base year.

Figure 6-17: Snapshot of the base year network model in PTV VISUM

− Base year Demand

Matrices for the car & taxi, buses & minibus and LCVS & trucks were assigned to the network.

Traffic estimated as explained in earlier section was assigned to the network using demand

model and network model developed in VISUM by the equilibrium assignment procedure.




6-23 | P a g e

Matrix correction is done for all mode matrices, and the corrected matrices are then assigned

to the network to compare the observed and simulation flows.

− Validation Results for the Base year Model

In the following tables the observed and the modelled volume are compared for the base

year network for the cars, trucks and LCV modes. The base model is calibrated so that all of

the assigned flows closely matched the observed or recorded flows from surveys for each of

the time periods. To illustrate this, the observed flows are compared to the modelled flows on

the networks. The measure is the GEH statistic that is a common comparative measure in this

context. The formula of the GEH static is as follows:

Where O = Observed Flow, E = Modelled Assigned Flow

The GEH is a measure that includes both the absolute and the relative difference. The

goodness of fit is considered acceptable if the GEH statistic is less than 5. The results of this

comparison are presented in following Figure 6-18 and Table 6-5 below.

Figure 6-18: Links with Count Data for matrix

EO0.5

2E-OGEH




6-24 | P a g e

Table 6-5: Model Validation for base year Car Traffic

Location Observed

Volume Car Modelled

Volume Car %-

Deviation GEH

Near Kalamboli on JNPT (JNPT-Panvel) 73 86 15% 1.5

Near Kalamboli on JNPT (Panvel-JNPT) 79 82 3% 0.3

Near Tara Village On NH-17 (Navi Mumbai to Goa) 370 352 -5% 0.9


Near Shedung Village on NH-4 (Panvel to Pune) 317 258 -19% 3.5

Near Shedung Village on NH-4 (Pune to Panvel) 312 253 -19% 3.5

Near Padgha on NH-3 (Bhiwandi to Nashik) 390 395 1% 0.2

Near Padgha on NH-3 (Nashik to Bhiwandi) 372 356 -4% 0.8

Near wadakhal Pata on NH-66 (Goa to Panvel) 488 392 -20% 4.6

Near wadakhal Pata on NH-66 (Panvel to goa) 444 361 -19% 4.2

Near Chinchoti Pata on NH-8 (Ahmedabad to Mumbai)

1053 1069 1% 0.5

Near Chinchoti Pata on NH-8 (Mumbai to Ahmedabad)

1126 1083 -4% 1.3

Near Khalapur on Mumbai-Pune Expressway (Pune to Mumbai)

946 1027 8% 2.6

Near Khalapur on Mumbai-Pune Expressway (Mumbai to Pune)

890 963 8% 2.4

Table 6-5 above compares the observed and modelled flow for car. As it can be seen that the

average deviation and GEH are well within the acceptable limits, indicating a validated network.

Similar procedure was adopted for validating traffic for other modes of traffic and presented in

the Tables 6-6, 6-7 below:

Table 6-6: Model Validation for base year LCV Traffic

Location Observed

Volume LCV Modelled

Volume LCV %-

Deviation GEH

Near Kalamboli on JNPT (JNPT-Panvel) 31 35 12% 0.8

Near Kalamboli on JNPT (Panvel-JNPT) 32 35 9% 0.5

Near Tara Village On NH-17 (Navi Mumbai to Goa)

62 59 -5% 0.4

Near Tara Village On NH-17 (Navi Mumbai to Goa)

55 66 17% 1.5

Near Shedung Village on NH-4 (Panvel to Pune) 44 49 10% 0.7

Near Shedung Village on NH-4 (Pune to Panvel) 48 52 7% 0.5


Near Padgha on NH-3 (Nashik to Bhiwandi) 106 116 9% 0.9


Near wadakhal Pata on NH-66 (Panvel to goa) 94 116 19% 2.1


147 185 21% 3


160 192 17% 2.4


1228 1098 -11% 3.8


770 720 -6% 1.8




6-25 | P a g e

Table 6-7: Model Validation for base year Truck Traffic

Location Observed Volume Truck

Modelled Volume Truck

%-Deviation

GEH

Near Kalamboli on JNPT (JNPT-Panvel) 356 325 -9% 1.7

Near Kalamboli on JNPT (Panvel-JNPT) 311 294 -5% 1



Near Shedung Village on NH-4 (Panvel to Pune) 107 84 -22% 2.4

Near Shedung Village on NH-4 (Pune to Panvel) 129 90 -30% 3.8


Near Padgha on NH-3 (Nashik to Bhiwandi) 144 145 1% 0.1


Near wadakhal Pata on NH-66 (Panvel to goa) 60 58 -4% 0.3


409 415 1% 0.3


384 394 3% 0.5


133 152 12% 1.6


79 90 12% 1.2

Above Tables compares the observed and modelled flow for LCVs and Trucks. As it can be seen

that the average deviation and GEH are well within the acceptable limits, indicating a validated

network.

From the above results it is observed that the base year network validation is complete, and the

model can further be used to access future scenarios. Figure 6-20 below show the snapshot of

the assigned network volumes as in PTV VISUM




6-26 | P a g e

Figure 6-19: Assigned network volumes for the base year as in PTV VISUM

− Analysis for the Horizon Years

Methodology for developing and evaluation the Transport Demand model for Cardinal Year

Flowchart below presents the methodology for developing the cardinal year models.




6-27 | P a g e

Figure 6-20: Developing and evaluating Transport Demand Model Methodology for Horizon Years

− Updating the network for the horizon years

For updating the base year model network to the cardinal year network:

Updating the Private road infrastructure like MTHL, VME

Updating the public transport network viz., Suburban, Monorail and Metro

The shape files were imported in the VISUM software and the links/nodes were adjusted to

update the network. From the public transport sub urban and metro lines were added. It is

assumed the bus public transport is available on all the newly added network. Figure 6-21

below provides the network statistics for the model for year 2021.

Figure 6-21: Network statistics model year 2021

Figure shows the road network for the year 2021 and 2031. Newly added network represents

the updated or added freeway network to the model. Freeway network primarily represents

6LD and 8LD roads.

Evaluation and Analysis of the assigned

volumes

Update the network to the cardinal year

proposed network

Run the 4-Stage Process using Calibrated Values

and Equations

Trip Generation

Trip Distribution

Mode Choice

Trip Assignment

Validated Base Model Update the private and

public transport road

network. This was done

using the shape files for

the respective year




6-28 | P a g e

Figure 6-22: Network model for year 2021

Figure below shows the road network for the year 2031. Newly added/updated network

represents the updated or added freeway network to the model. Freeway network primarily

represent 6LD and 8LD roads.




6-29 | P a g e


Figure below shows the road network for the year 2036, 2041 and 2045. Newly added

network represents the updated or added freeway network to the model. Freeway network

primarily represent 6LD and 8LD roads.

− Travel Demand Forecasting

Following the four stage demand models validate for base year, travel demand forecasting

was carried out for horizon years - 2021, 2031 and 2041




6-30 | P a g e


− Travel Demand Estimation for Horizon Years

In this section we discuss the results for all the horizon years and compare the trend in the

private and public transport trips. For estimating the traffic on the proposed MMC the corridor

was divided into 10 major sections, each section separated by the main node. The results

represented in the sections are main node wise. Details of the nodes is given in the following

Table 6-8.

Table 6-8: Location of Main nodes on the MMC

Node Name Node

Navghar 1

Bhivandi 2

Katai Naka 3

Taluja Junction 4

Morbe 5

Mumbai Pune Expressway Jn 6

Karanjade 7

MTHL Jn 8

Jite 9

Alibaug 10




6-31 | P a g e

The alignment showing the nodes with their catchment falling under different sub-regions of

MMR are presented in Figures 2-25, 2-26, 2-27 and 2-28 below:

Figure 6-25: MMC Influence area between nodes 1 and 2




6-32 | P a g e

Figure 6-26: MMC influence Area between node 2, 3 and 4




6-33 | P a g e

Figure 6-27: MMC influence Area between node 4, 5, 6 and 7




6-34 | P a g e

Figure 6-28: MMC influence area between nodes 7, 8 and 9

From the above alignment maps, it can be seen that the proposed MMC is passing to green

fields connecting various sub-regions of MMR from North to South. The identified growth

centres and Special Planning Areas (SPAs) identified by the Draft Regional Plan falling in Multi

Modal Corridor, which will act as catalyst for development of these centres / SPAs. Also in the

vicinity of each node there are lands available having ample potential for development to

decongest the major municipal corporations of MMR.

The MMC is proposed is initially to be a 6 lane divided carriageway, with an additional lane in




6-35 | P a g e

each direction for the Bus Rapid Transit system. Also it would be up graded to 10LD and

12LD based on the traffic demand at different section of MMC for different horizon years.

− Traffic Demand Estimations for the Horizon Years

Following sections discusses the output results for different horizon years. Table 6-9 below

provides the total trips for Cars, Bus trips from external zones and Commercial Vehicles

(LCV’s and HGV’s) and the Public transport trips for both directions of flow. The traffic from

the external regions from North and South side would be entering into MMR through different

Gateways through the planned interchanges at MMC. And hence the traffic would vary from

section to section along the MMC.

Table 6-9: Traffic on Different Sections of MMC for the year 2021

Section

No

de From

Navghar (1)

Bhivandi (2)

Katai Naka (3)

Taluja Junction

(4) Morbe (5)

Mumbai Pune

Expressway Jn (6)

Karanjade (7)

MTHL Jn (8)

To Bhivandi

(2) Katai

Naka (3)

Taluja Junction

(4) Morbe (5)

Mumbai Pune Expressway

Jn (6)

Karanjade (7)

MTHL Jn (8)

Jite (9)

2021 t

raff

ic V

ehic

les

Car 27835 34876 30475 24942 24573 24872 26853 29695

Mini Bus 3683 3481 3569 2552 3304 2113 2935 3011

Standard Bus

1216 4626 4764 3410 4412 2814 3903 3992

Freight LCV

1061 994 1019 719 944 602 835 861

2 Axle Truck

3331 3216 3416 2457 3086 1956 2705 2672

3 axle Truck

2983 2869 3026 2179 2746 1752 2416 2396

mav 3986 3803 3976 2855 3633 2317 3210 3220

Total Vehicle

44095 53865 50245 39114 42698 36426 42857 45847

Total PCU 79953 95139 93406 70103 82145 61565 77649 80767

Peak hour traffic and Metro loading estimations are carried for the sections on MMC and

furnished in the Table 6-10 below. From the table it can be seen that none of the sections

are qualifying for the commencement of Metro Services.

Table 6-10: Traffic (Number of PCUs) and Metro Section demand for 2021 AM Peak

Section Nodes Traffic (PCU) PCU both

Directions

Metro Section

Load From To Up Down

Navghar to Bhivandi 1 2 2184 2389 4573 6772

Bhivandi to Katai Naka 2 3 2168 2248 4416 9987

Katai Naka to Taluja Junction 3 4 2387 2291 4678 8063

Taluja Junction to Morbe 4 5 1741 1634 3375 4215

Morbe to Mumbai Pune Expressway Jn 5 6 2103 2130 4233 3987

Mumbai Pune Expressway Jn to Karanjade 6 7 1331 1365 2696 4222

Karanjade to MTHL Junction 7 8 1823 1896 3719 4956




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Directions

Metro Section


MTHL Junction to Jite 8 9 1707 1961 3668 5354

Jite to Alibaug 9 10 2184 2389 4573 6772

OD survey carried out at outer cordon locations revealed that about 95.5% of the trips captured

were internal to external and external to internal and remaining 4,5% of them were through in

nature. From the assignment of the travel demand model it can be observed that the Multi Modal

Corridor is acting as regional bypass catering to these trips observed at the outer cordon

locations, traffic assignment for the year is presented in the Figure 6-29 below.

Figure 6-29: Snapshot of the assigned volumes for year 2021




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− Travel Demand for the Horizon Year 2031

Travel demand for the year 2031 is also estimated and is given in the Table 6-11.


Section

No

de

From Navghar

(1) Bhivandi

(2) Katai

Naka (3)

Taluja Junction

(4)

Morbe (5)

Mumbai Pune

Expressway Jn (6)

Karanjade (7)

MTHL Jn (8)

To Bhivandi

(2) Katai Naka

(3)

Taluja Junction

(4)

Morbe (5)

Mumbai Pune

Expressway Jn

(6)

Karanjade (7)

MTHL Jn (8) Jite (9)

2031 t

raff

ic V

ehic

les

Car 49848 62458 54576 44667 44007 44542 48090 53179

Mini Bus 5452 5153 5283 3778 4891 3128 4345 4457

Standard Bus

1800 6848 7052 5048 6531 4165 5777 5909

Freight LCV

5965 5759 6118 4400 5527 3503 4844 4785

2 Axle Truck

4009 3856 4067 2928 3690 2355 3247 3220

3 axle Truck

5900 5629 5885 4226 5378 3430 4752 4766

mav 5900 5629 5885 4226 5378 3430 4752 4766

Total Vehicle

78875 95332 88866 69273 75400 64552 75806 81083

Total PCU

137503 161600 158002 118897 138696 104915 131710 137327

Peak hour traffic and Metro station loading estimations are also carried for the year 2031, for

different modes and furnished in the table 6-12 below. From the Table 6-12 it can be seen that

the sections from Node-1 to Node-4 are qualifying for the commencement of Metro Services by

the year 2031



Directions

Metro Section










Jite to Alibaug 9 10 3912 4278 8190 14285




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Results for the year 2031 has been discussed. Table 6-11 indicate the need for commencement

of metro operations on MMC for the first there sections that is from Node 1 to Node 4 in the year

2031.

It can be observed from above Table 6-12 highest section load (PHPDT) of 21067 between the

nodes (2) Bhivandi to (3) Katai Naka followed by (3) Katai Naka to (4) Taloja Junction 17009.

The Consultant recommends implementation of Metro rail operations from (1) Navghar Node to

(4) Taloja Junction in the year 2031. The rest of the sections may be proposed in subsequent

years when the ridership reaches appropriate levels. Network with assigned traffic volumes are

shown on the diagram in Figure 6-30.

Figure 6-30: Snapshot of the Assigned Volumes for Year 2031

− Travel Demand for the Horizon Year 2041

In this section we discuss the output results for the horizon year 2041. Table 6-13 below

provides the total Vehicle PCUS from external zones and Commercial Vehicles (LCV’s and

HGV’s) and the Public transport trips for the AM peak period. Since each main node can have

several nodes so the results represents the maximum of the trips, considering both directions

of flow.




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Section

No

de

From Navghar

(1) Bhivandi

(2) Katai

Naka (3)

Taluja Junction

(4) Morbe (5)

Mumbai Pune

Expressway Jn (6)

Karanjade (7)

MTHL Jn (8)

To Bhivandi

(2) Katai

Naka (3)

Taluja Junction

(4)

Morbe (5)

Mumbai Pune

Expressway Jn (6)

Karanjade (7)

MTHL Jn (8)

Jite (9)

2041 t

raff

ic V

ehic

les

Car 81198 101737 88899 72758 71682 72554 78333 86623

Mini Bus 7327 6925 7100 5077 6573 4203 5839 5990

Standard Bus

2419 9203 9477 6784 8777 5598 7764 7941

Freight LCV

5934 5707 6020 4335 5463 3485 4806 4766

2 Axle Truck

7192 6862 7174 5152 6555 4181 5792 5810

3 axle Truck

7192 6862 7174 5152 6555 4181 5792 5810

mav 7192 6862 7174 5152 6555 4181 5792 5810

Total Vehicle

118455 144158 133018 104408 112161 98383 114119 122752

Total PCU

194654 230639 223101 169045 194731 151051 187099 196304

Peak hour traffic and Metro station loading estimations are also carried for the year 2041, for

different and furnished in the table 6-14 below. From the table it can be seen that rest of the

sections from Node-4 are also qualifying for commencement of Metro rail operations by the year

2041.



Directions

Metro Section










Jite to Alibaug 9 10 7006 7661 14667 30134

From the Table 6-14, section loads between all the nodes recommend for implementation of

metro rail facility by the year 2041. The following Figure 6-31, shows the assigned road network

for the year 2041. It can be observed from the figure that the MMC is serving as regional road to

bypass all regional traffic. The farthest sub-regions of MMR in northern end and southern end are

well connected due to MMC, decongesting the city transport network from getting over loaded.




6-40 | P a g e

Figure 6-31: Snapshot of the Assigned Volumes for Year 2041

6.2.1 Road Capacity Augmentation

Capacity analysis is fundamental to the planning, design and operation of roads for determining

the carriageway width to be provided at any point in a road network with respect to the volume

and composition of traffic. IRC-106:1990 specifies a design service volume of

1500 PCU/Hour for two lanes (two ways)

3600 PCU/Hour for 4-Lane divided (two ways) and

5400 PCU/Hour for 6-lane divided (two way)

Accordingly, capacity augmentation is done for the cardinal years and presented in Tables 6-15

and 6-16 below.




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Table 6-15: Private and Commercial Vehicle Trips for the Horizon Years for AM Peak Hour

Horizon Year Nodes

1-2 Nodes

2-3 Nodes

3-4 Nodes

4-5 Nodes

5-6 Nodes

6-7 Nodes

7-8 Nodes

8-9

2021 4573 4416 4678 3375 4233 2696 3719 3668

2031 8190 7909 8378 6044 7581 4827 6661 6568

2041 14667 14164 15004 10824 13576 8645 11929 11763

Table 6-16: Desired Lane Configuration of MMC forover the Horizon Cardinal Years for AM

Peak Hour

Horizon

Year

Node

Nodes

1-2

Node

Nodes

2-3

Node

Nodes

3-4

Node

Nodes

4-5

Node

Nodes

5-6

Node

Nodes

6-7

Node

Nodes

7-8

Node

Nodes

8-9

Recommendation

2021 6 Lane 6 Lane 6 Lane 4 Lane 6 Lane 4 Lane 6 Lane 6 Lane 6 Lane + 2 BRTS

Lane = 8 Lane

2031 10

Lane

10

Lane

10

Lane

8 Lane 10

Lane

6 Lane 8 Lane 8 Lane 10 Lane

2041 12

Lane

12

Lane

12

Lane

10

Lane

12

Lane 8 Lane

10

Lane

12

lane 12 Lane

Even though different sections of MMC need different lane configuration, the Consultant

recommends adopting uniform carriageway configuration for the total length of MMC for

uniformity.

As per traffic forecast and development of growth centres, the requirement of metro needs to be

introduced by 2031 in between Kharbao (km 10) to Taloja Junction and needs to be extended to

Jite Node (Hanumanpada Station) by 2041.

6.3 MMC Interactions with the other Complementary Transport Corridors in the Region

In line with the Draft Regional Plan, to find solutions to the traffic and transportation problems of

MMR, short term, medium term and long term solutions are proposed by various studies to

achieve balanced development in the region. Various developmental Transit and Transportation

projects recommended for the execution, and also which in pipe line are:

Multi Modal Corridor (MMC) is connecting Vasai –Virar Region in North to Chirner and

Alibaug in South.

Augmentation of Vasai –Diva- Panvel suburban rail

Vadodara – Mumbai Green Field Express Highway

Mumbai Trans Harbo Link Connecting South Mumbai and New Airport.

A portion of NH-4B running parallel to MMC

Dedicated Freight Corridor running parallel to MMC

Navi Mumbai Metro from Belapur to Kharghar extended to Khandeshwar.

Details of these complementing corridors to MMC are given in the following sections.

6.3.1 Vadodara - Mumbai Expressway (VME)

The proposed Vadodara - Mumbai expressway is planned as a green field corridor with a




6-42 | P a g e

configuration of 6/8 lane with 100/120m RoW. Total length of the VME is 378.722 Km out of

which 104.70 km falls in Thane district of Maharashtra. VME is running parallel to the proposed

MMC, for the sections from Chainage 48 km to Chainage 65 km, in which the RoW of VME is

shared with the MMC.

By 2031 it is expected that the VME would carry traffic volumes in the range of 1,40,000 to

1,50,000 PCU/day1. A significant portion (65%) passenger traffic (North bound) is entering2 in to

the Mumbai Metro Region. The interchange facility provided on VME with MMC facilitates for the

movement of External-Internal and Internal-External traffic. Also from the OD survey, it is

confirmed that 95.5% of the traffic captured on regional trunk roads is either originated or

destined to the sub regions of MMR. Hence the passenger traffic on the VME is complimentary to

the MMC.

6.3.2 Vadodara - Mumbai Expressway (VME) Complementary to MMC

From the OD data captured at the outer cordon locations on the regional roads at MMC precincts

indicate that Internal-External and External-Internal traffic factor would be around 95.5%.

Classified vehicle volumes collected and compelled from different Toll Plaza on NH-8 between

Surat-Dahisar Section3 during the year 2016 is presented below Table 6-17 for better

appreciation.

Table: 6-17: Classified Vehicle Census at Different Toll Plaza on VME

Sl. No. Type of Vehicle

Number of Vehicles Range

PCU/day Range

%of Vehicles

% PCU

1 Car/Jeep 16,000-20,000 16,000-20,000 46% 21%

2 LCV 6000-7000 9,000-10,500 17% 12%

3 Truck-Bus 4000-7000 12,000-21,000 14% 19%

4 MAV 8000-10000 36,000-45,000 23% 48%

Total 34,000-44,000 73,000-96,5000 100% 100%

Source: Compiled, traffic data of Surat-Dahisar four Toll Plaza 2016

Table: 6-18: Classified Vehicle Census near Chinchoti Phata on NH-8 near to MMC

Sl. No. Type of Vehicle Number of

Vehicles PCU/day

% of Vehicles

% PCU

1 Car/Jeep 36,330 36330 65% 38%

2 LCV 5,276 7914 9% 8%

3 Truck-Bus 6,610 19380 12% 20%

4 MAV 7,350 33075 13% 34%

Total 55566 96699 100% 100%

Source: Compiled data, traffic data collected on VME by Egis, 2015

From the Table 6-18, it can be seen that out of the total traffic, passenger –car traffic is 65% and

also on caparison with the table 6-17 &6-18, it can be seen that % of car traffic on VME was

1 Feasibility Report: Development of Vadodara Mumbai Expressway (Phase-II) from km.26.320 to km.104.700 (km.390.864 of NH-8) of Main Expressway in the state of Maharashtra, NHAI, Oct-2016 2 Established from OD Survey carried Outer Cordon Survey at 7 Gateway entry points in to MMR, at MMC precincts 3 Traffic Study Report at all four Toll Plaza of Surat-Dahisar six lane project under Operation & Maintenance, NHAI 2016




6-43 | P a g e

significantly increased from 46% to 65% as the VM-Expressway approach towards MMR.

Projected traffic on VME4 for the year 2031 would be about 1, 35,000PCU/day. Among the PCU’s,

the share of passenger car would be about 40%. Thus the car traffic would be about 54,000 PCU/

day which is equivalent 54000 cars a day. Also from the OD analysis it is established that 95.5%

of the traffic is External-Internal and vice –versa. Thus by the year 2031 about 52,000 cars/day

would be entering enter into the MMR’s-different sub regions through the gateways . Transit inter

changes provided on the VME would facilitate as gate way entry points to access MMC through

interchange arranged at Chainage Km 48.000 on the project corridor. Thus VME would

significantly contribute addition of traffic to MMC and VME would act as complimentary to MMC.

6.3.3 Dedicated Freight Corridor

The Western Dedicated Freight Corridor or Western DFC is a broad gauge freight corridor under

construction in India by Indian Railways. It will connect India's capital, Delhi, and its financial,

economic hub, Mumbai terminating at JNPT. This corridor will cover a distance of 1504 km and

would be electrified with double line operation. Out of the total stretch, a portion of 177 Km is

falling in the state of Maharashtra. The total rail traffic in this region is projected to grow from

44,240 million NTKM5 (Net Ton Kilometer) in 2007-08 to 302,544 million NTKM in 2036-37 out of

which almost 70% is expected to be carried by the DFC, this will be amounting to 31,000 Million

NTKM.

6.3.4 Dedicated Freight Corridor: Complementary to MMC

This dedicated corridor also facilitates transportation of fertilizers, food grains, iron and steel and

cement, among other commodities. There are plans to set up Logistics Parks on the outskirts of

Mumbai, especially near Kalyan-Ulhasnagar area or Vashi-Belapur. Other than JNPT terminal

station, Vasai Road station would be acting as a transit and gate way entry through MMC in to

the sub regions of MMR. Out of the total 31,000 Million NTKM, expected to be carried by the DFC,

at least a minimum of 20%-30% would be catering to the requirements of MMR other than JNPT.

This would be amounting to a minimum of 6200 Million NTKM. There would be no nodes/stations

planned or Vasai Road Stations along the DFC, and the goods catering to the MMR would be

offloaded at JNPT only. The goods from JNPT-Vasai Road DFC nodes would be transshipped to

the MMR sub regions through the MMC. Thus proposed DFC would be complimentary to MMC and

enhance the traffic loads.

4 Feasibility Report Development of Vadodara Mumbai Expressway (Phase-II) from km.26.320 to km.104.700 (km.390.864 of NH-8) of Main Expressway in the state of Maharashtra, NHAI, Oct-2016 5 Dedicated freight corridor, Paving India’s track to Smart Growth ASSOCHAM Corporate Finance (CF) Group, YES BANK July 2015

https://en.wikipedia.org/wiki/Indian_gauge

https://en.wikipedia.org/wiki/India

https://en.wikipedia.org/wiki/Indian_Railways

https://en.wikipedia.org/wiki/Delhi





6-44 | P a g e

Figure 6-32: Proposed Junctions along DFC

6.3.5 Navi Mumbai Metro Line-1

The Navi Mumbai Metro system is planned for five lines, totaling about 106.4 kilometers. Among

them, Line-1 is planned for

23.40Km, and is under

construction under the

supervision of CIDCO. Metro

Line-1 is planned in three

phases with 20 stations.

Belapur-Kharghar-Taloja-

Pendhar

MIDC Taloja-Kalamboli–

Khandeshwar (extension to

Airport proposed)

Interlink between Pendhar

and MIDC

Figure 6-33: Proposed Navi Mumbai Metro Line-1

Proposed Navi Mumbai Metro (NMM) would provide fast connectivity and reduces the travel time

between the places Belapur and Taloja. Navi Mumbai Metro line-1 is expected to carry 4000

PHPDT (2015), daily with a more than 3 lac commuters6. These commuters would be drawn from

different sub regions of MMR. Proposed the MMC would be planned for its integration with Navi

Mumbai Metro at Taloja. Commuters from the Southern sub regions of the MMR could access the

Northern parts through MMC using NMM. Thus NMM would be acting as complimentary to the

MMC.

6 Navi Mumbai Metro Rail Project : The Future of Travel CIDCO




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6.3.6 Mumbai Trans Harbour Link (MTHL)

The Mumbai Trans Harbour Link (MTHL), also known as the Sewri-Nhava Sheva Trans Harbour

Link, is an under-construction 21.8 km stretch , and a freeway grade road bridge connecting the

Indian city of Mumbai with Navi Mumbai, its satellite city. The bridge will begin at Sewri, in South

Mumbai and cross Thane Creek north of Elephanta Island and will terminate at Chirle village, near

Nhava Sheva. This road will be linked to the Mumbai Pune Expressway in the East, and to the

proposed Western Freeway in the west. The MTHL and MMC are connected through an

interchange at Chainage: 76.000KM. Commuters of Western and Central Suburbs can use MMC to

have direct access to South Mumbai, the Island City. Thus MTHL and MMC will be acting as

bridge to facilitate for the fast movement of external internal and internal trips between the city

and the sub regions and each would be complementary to each other region.

6.3.7 Panvel-Diva-Vasai-Virar Suburban railway corridor

The proposed corridor is aligned parallel to the existing MMC. It would be the biggest suburban

rail corridor in MMR of length 70.4 km. Of the total length, 21 km will be elevated and the

remaining 49 km will be at grade. The project would be executed under the aegis of Mumbai Rail

Vikas Corporation (MRVC) under Mumbai Urban Transport Project (MUTP) 3A with World Bank

assistance. According to the estimates, once the project is operational by 2041 it would be

carrying a daily ridership of 1.7 Million commuters. The project corridor would be providing

connectivity to the sub-regions and upcoming Greenfield developments in the region. Municipal

Corporations like Vasai-Virar, Bhawandi, Kalyan etc. are getting connectivity and promotes

industrial development clusters.

Also the project would be integrating all the three sub-urban rail lines namely the Western Line,

Central and Harbour Lines.

Panvel-Diva-Vasai-Virar Suburban railway corridor would be connecting the sub regions in the

North to the South to decongest MCGM and its adjoining Municipal Corporations. Proposed MMC

would be running parallel to the Sub urban rail corridor and integrated with MMC at the

designated locations, and both would be complementary to each other.

6.3.8 MMC interfacing with other Traffic Corridor in MMR

To facilitate balanced regional development and fast movement across the sub regions of MMR,

MMC is interfaced with the regional roads and transit stations with suitable interchanges. MMC

interfacing arrangements with other on various transport corridors in the vicinity of MMC are

listed in the Table 6-19 below.

Table: Traffic on various transport corridors in the vicinity of Multi Modal Corridor as discussed in

previous section are presented in the following Table 6-20.

Table 6-19: Traffic Loads on various Transit Corridors in MMC influence area

Sl. No.

Mode DescriptionCorridor

PHPD or PCUs/hr

2021 2031

NMIA Egis* NMIA Egis*

1 M Ghatkopar-Mankhurd-Vashi-NMIA-Panvel 22,100 19309 25,900 22,694

2 M Colaba-Siddhivinayak-Sewri-Kharkopar-NMIA 19,300 17862 29,150 27,135

3 S CST-Panvel Harbour Line 30,900 28884 32,700 30,697


https://en.wikipedia.org/wiki/Navi_Mumbai

https://en.wikipedia.org/wiki/Satellite_city

https://en.wikipedia.org/wiki/Sewri



https://en.wikipedia.org/wiki/Thane_Creek

https://en.wikipedia.org/wiki/Elephanta_Island

https://en.wikipedia.org/wiki/Nhava_Sheva

https://en.wikipedia.org/wiki/Mumbai_Pune_Expressway

https://en.wikipedia.org/wiki/Western_Freeway_Mumbai




6-46 | P a g e

Sl. No.

Mode DescriptionCorridor

PHPD or PCUs/hr

2021 2031


4 H Interchange at Mumbai-AhmadabadSion-Panvel Highway (NH8)

4,890 5340 6,660 7,335

5 H Interchange at Mumbai-Nashik Highway (NH3 Trans Harbour Link (Road)

2,935 2593 5,700 5,105

6 H Eastern Freeway 6,950 6569 7,900 7,489

7 H Interchange at Kalyan-Shilphata & Kolegaon-Ambernath RoadVirar-Alibaug MMC: Road

3,050 4678 5,480 8378

8 M Interchange at Taloja bypassVirar-Alibaug MMC: Metro 7,300 9487 15,400 21,067

9 H Interchange at Mumbai -Vadodara Expressway & MMC MergingSpur in MMR: Virar-Panvel

2,180 4161 3,020 33,092

10 M Interchange on Mumbai Pune Expressway Thane-Belapur Phata

13,100 15365 18,200 22,005

11 S Interchange at Karanjade Thane-Vashi 29,000 12926 30,000 13,326

12 S Interchange for MMC to MTHL ConnectivityVasai-Diva 21,800 19744 22,300 22,694

13 S Interchange on NH-17Diva-Panvel 21,300 21165 21,500 27,135

14 S Panvel-Uran 25,800 20874 15,400 30,697

15 S Panvel-Karjat 10,790 6455 14,150 7,335

M: Metro; S: Suburban; H; Highway

6.3.9 Systems Selection for the Implementation of Mass Rapid Transit (MRTS) facility in MMC

Various transport systems are available for implementation of MRTS facility, for the growing

population across Indian cities. In case of MMR, the availability of developable land within major

ULBS is very limited, the future development of MMR is away from major Municipal Corporations,

and future development would be within sub regions of MMR. Greenfield development within the

regions would be possible only by better transportation facility. To establish fast connectivity

between the work places and residences, there is a need to develop public transportation system.

In this connection various available mass transit systems are examined and they are:

Conventional Bus

BRTS

Mono Rail

LRT

Metro

System selection for the implementation of MRTS on MMC would depend system parameters and

their suitability, adaptability to the MMR socio economic, geographical characteristics and citizen

travel behaviour. The following table 6-20 gives the general features of system -characteristics of

different MRTS systems and feasibility for its adoption to MMC, is discussed in below Table 6-20.




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Table 6-20: System Characteristics for the implementation of Mass Transit facility at MMC

Parameter Metro LRT Tramways BRT Bus Priority Lanes City Bus

Line Capacity (PAX/hr/dir.)

20,000 – 80,000 15,000 – 25,000 5,000 – 15,000 7,500 – 15,000 5,000 – 7,500 Upto 1,000

Station Spacing (Approximately) Km

1-2 1.5 1 0.5 1 0.5

Curve Radius (m) 120 30 30 20 20 15

Cost per km (Infrastructure, vehicles, OCC, Maintenance)

Very high High Medium/high Low Very Low, only bus

stops and maintenance shop required

Alignment Double-track railway Double-track

railway, elevated, a-grade or in tunnels

Double track tramway, at-grade

2 to 3 Bus Lanes 2 Bus Lanes Use public roads

Segregation 100 % segregated in

tunnels, elevated or at-grade

High degree of segregation

preferred, but sections with shared

right of way

possible

Uses public roads, but may have reserved

right of way on sections with higher

demand

Bus Lanes must be in general segregated, exceptions possible, reduce capacity and

speed

Bus Priority Lanes must be exclusively for

busses None

Road space required None

None in case of elevated and tunnel alignment, 2 lanes at-grade, additional space required for

stations and terminals

2 Lanes, additional space may be required

for stations and terminals, tracks can be shared with public roads or pedestrian

roads

2 Lanes, possibly 3 or 4 at Stations and

Interchanges, space for major Interchanges and

Terminals

2 to 3 Lanes (3 to 4 Lanes at Bus Stops)

Shared with cars and pedestrian

Vehicles High capacity EMU

Medium to high

capacity EMUs (upgraded trams as

an option)

Trams, articulated and or with wagons as an

option

Articulated buses; pre-paid boarding required

Standard City Bus, articulated as option

Standard City Bus

Passengers per Vehicle/Train

1.200 – 2.500 250 – 1.500 Depends on length 150-180 75 – 100 75




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Parameter Metro LRT Tramways BRT Bus Priority Lanes City Bus

Traction Electric Electric Electric Diesel (Electric as an option) Diesel

Feeder System Necessary Necessary Not necessary Desired Not necessary Not necessary

Flexibility of route changes

Very low Low Low Medium Medium Very high

Ticketing System Closed Closed Open Closed or open Open Open

Implemented Cities (International)

Paris, London, Bangkok, Kuala- Lampur, Mexico

City, Cairo

Hong Kong, Shanghai, Kuala-

Lampur

Istanbul, Taipei, Bogota, Curitiba, Pitts, Adelaide

Implemented Cities (India)

Delhi, Kolkata, Cochin, Hyderabad, Lucknow

Kolkata

Ahmedabad, Delhi, Bhopal, Jaipur, Pune

Source: Compiled study by the Egis consultant.

Giving due consideration to all the parameters, systems application is carried for Virar- Alibaug North -South Multi Modal Corridor and the analysis is

presented in Table 6-21 below.




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Table 6-21: Evaluation of Mass Transit System for its implementation of Mass Transit facility in MMC

Sl. No

Description of the Parameter Conventional Bus BRTS Mono Rail Light Metro

Medium Metro

Heavy Metro

1 Number of Buses or cars Required /one hour 400-500 400-500 Exceeds System

Capacity-Operational Issues

4 cars 6 cars 8 cars

2 Headway Time in seconds 7.2-9.0 7.2-9.0

180 150 120

3 Right of Way Required(m) 40 shared with other

modes

60 Exclusive bus

Lanes 3 3 3

3 Average Speed (kmph) in MMC 20 25

35 35 35

4 Travel Time mins.(for Pahse-1 25Km) 75 60

43 43 43

5 Initial investment

A Rolling Stock (Rs. Crore) 300 400

~ 9000 Cr ~ 9000 Cr ~ 9000 Cr

B Bus Stops & Bays Station (Rs. Crore) 100 200

C Bus Depots 100 100

D Road furniture, PIS, MIS, PAS, Survailance, GPS Tracking system – Infrastructure

12

E O & M cost per annum(Rs. Crore)

345

7 Restrictions & Constraints

Availability of land for

construction of bus bays and bus shelters. Accommodating the buses on the road.

Maintaining 7.2 seconds headway is a

herculean task.

Land acquisition

in Built up areas is a difficult task.

Capacity Building for the existing Bus Operators. Entry of private

vehicles into BRTS Lanes.

8 Increased Pollution Levels High High

Nil Nil Nil

A PM25 242 t/annum

0.8t/day 242 t/annum,

0.8 t/day

B Nox 11500 t /annum,

38.33 t/day 11500 t/annum,

38.33 t/day

C CO 5406 t/annum,

18 t/ day 5406 t/annum,

18 t/day

9 Riding Comfort 5 7

10 10 10

10 Safety 5 7

10 10 10




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Sl. No

Description of the Parameter Conventional Bus BRTS Mono Rail Light Metro

Medium Metro

Heavy Metro

11 Security 5 7

10 10 10

11 Reliability 3 5

10 10 10

12 Brand Image 3 5

10 10 10

13 Non Fare Revenue Income Nil Low

High High High

14 Commercial development Nil Low

Very High Very High Very High

15 TOD NA NA

High High High

A Land value appreciation NA Limited

High High High

B Advertisements Limited Limited

High High High

16 Financial

A EIRR Low Low

High High High

B FIRR Low Low

Moderate (more from

non-fare box revenue)

Moderate (more from

non-fare box revenue)

Moderate (more from non-fare box

revenue)

Assumptions:

Psychometric Scaling Rating on 10 point Scale

Very Good 10

Good 7

Average 5

Poor 3

Very Poor 1

Cost of Conventional Bus = Rs. 60.00 Lakhs

Cost of BRTS Bus = Rs. 90.00 Lakhs (Including the cost of GPS Based Vehicle Tracking System and Public

Information System)

Bus Maintenance Cost = Rs. 30.11/km

Cost estimates are based on similar studies/DPRs

Cost of Metro is consultant’s estimate

Pollution Estimation:

Emission Standards

Pollutant Emission

(g/KM) Source

1) PM2.5 0.27 CMP Toolkit Revised (2014)

Annexure 6 2) NOx 12.87

3) CO 6.051

Bus Traffic data for pollution Calculation

Parameter No of Units

a) No Buses 500

b) Average trip length 30

c) No of trips per day 12

d) No of Days of Operation 365




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For the MMC corridor which is passing through the green field, connecting different sub regions of

MMR, to meet the estimated travel demand, Light Metro is recommended initially. To meet the

future demand, light metro would be upgraded to Medium and Heavy Metro by increasing its

frequency and number of Cars. Also the advantages of Metro over other conventional MRTS

modes are:

6.3.10 Salient Feature of New Metro Policy 2017

For growing population and ever increasing travel demand in Cities, the new metro policy is

recommending the implementation of Mass Rapid Transportation Systems (MRTS). Various

possible options for MRTS that could be adoptable to MMC would be

Bus Rapid Transit System (BRTS) – Segregated bus lane with priority for bus at intersection

with facilities for pedestrians, Non-Motorised Vehicles, etc.

Light Rai Transit (LRT) – At grade rail-based mass transit system

Tramways- At grade rail-based system with non-segregated from mixed traffic conditions.

Metro Rail – Full segregated rail-based mass transit with at-grade / elevated / underground.

Very high capacity of 40,000 – 80,000 Peak Passengers per Hour per Direction (PPHPD).

Monorail is also similar to metro with low capacity and high maintenance cost.

Regional Rail – Provides connectivity between city periphery & city centre. It helps in providing

safe and speedy access to the city centre.

Choice of MRTS is depends on various factors such as demand, capacity, cost and ease of

implementation. For e.g. capacity of BRTS is up to 7,500 PPHPD & Metro is 40,000 to 80,000

PPHPD. Generally, rail-based system will provide rapid service, high quality ride & service

regularity and environment friendly.

6.3.11 System Approach for the implementation of MRTS

MRTS facility is mandatory for the cities with 2M population. Comprehensive approach should be

adopted while planning the metro alignment; it should integrate the Land uses and pass through

high density areas, employment centres, business districts connecting the City core to the

periphery. All the Metro stations should be well connected with good feeder services with

minimum transfer time from the ingress and egress mode to the main mode. Other important

features would be:

For enhancing the mobility, aim at seamless travel by integration with all other modes.

An SPV, Unified Metropolitan Transport Authority (UMTA) should be in place for the

preparation of Comprehensive Mobility Plan (CMP), integrated approach in planning &

management of urban transport for achieving seamless travel.

Respective state governments who are implementing the metro project should ensure the

involvement of Urban Local Body (ULB) to have their stake and investment in metro

infrastructure projects.

A design period of 30 years or more may be taken for forecast of cost & revenue

variables for arriving best alternative while seeking central assistance




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Metro rail is treated as public project which should entail economic & social cost benefit

analysis. It will bring larger economic & social benefits such as reduction in cost and time

of travel, pollution, road accident, noise pollution, etc. Economic internal rate of return

for any metro rail pro projects should be 14% and above for its approval

For enhancing Revenues it should develop good feeder service up to the catchment area

of 5km radius. Last mile and first mile connectivity through good para transport facility.

Additional revenue generation through non metro operations, by means of Transit Orient

Development (TOD) by encouraging commercial development around the station areas.

Implementation of Metro Projects through all possible models of PPP.

6.3.12 Assumptions while carrying MRTS ridership estimations

MRTS implementing authority should ensure the availability of feeder service operations in

place, before the commencement of commercial operations of MRTS facility.

To access each MRTS stop /Metro railway station, good feeder’s services by low floor mini

buses, at regular intervals would be available from the residential areas and other transit

stations to MRTS/Metro Stations.

Where ever possible the metro station should have adequate two wheeler and car parking

available at low prices to the commuters.

Good circulation plan ensuring safety for pickup and drop off facility for private vehicles

Traffic conflict free pedestrian facility within 1000m radius of metro station to residential

areas.

Passengers who are using personal car and two-wheeler would gradually shift from captive

mode to Metro transit.

Proper planning of bus bays at transit areas and availability of transit information systems.

6.3.13 Advantages of Metro System

Execution of Metro will prompt Brand Image of the city and promotes tourism and economic

development;

Major Portion of proposed corridor is passing through the green fields and connecting

regional trunk routes, transit areas through planned interchanges.

Traffic Management during construction is possible as alternate parallel roads are available

for traffic diversion;

Construction of Metro along the selected corridor is affecting minimum properties and hence

least resistance from public is expected;

Consumes only 1/5th of energy per passenger km compared to road-based system;

Reduces air pollution through reduction in Green House Gases (GHG) and noise pollution in

the city;

Enhances land value and promotes Transit Oriented Development;




6-53 | P a g e

Occupies minimum road space: nil road space, if underground and only about 2 meters width

of the road, if elevated;

Carries passengers equivalent to 5 lanes of bus traffic or 12 lanes of private motor cars

(either way), if it is a light capacity system;

Metro system is more reliable, comfortable and safer than road based system;

Journey times reduces by 50% to 75% depending on travel distance and road conditions;

Provides seamless transport experience to commuters through proper planning of feeder

service;

Delivers a step change by opening a new era in the speed and quality of public transport

service linking major Municipal Corporations within MMR and strategic employment areas;

Supports and facilitate the sustainable growth of MMR and its sub regions, recognizing the

importance and future economy of MMR;

Improves the efficiency of the city’s public transport and road networks;

Creates a system with the flexibility to adapt to development phased over several years;

Promote quality of life through a safe and healthy built and natural environment;

Increases overall public transport patronage on the corridors served and achieves a mode

shift from the car;

Promotes equality of opportunity by improving accessibility to employment, goods and

services;

Assists in building vibrant, confident and cohesive communities in the city;

Provides levels of segregation from traffic and public transport priority sufficient to ensure

consistently high standards of punctuality and reliability;

Over the last one decade transportation problems in Indian Metropolitan Cities increased mainly

due to high share of personalized transport. To improve urban traffic and environmental

conditions, implantation of Metro Rail projects as MRTS is the only solution. Many cities in India

started implementing Metro Projects. List of cities who implemented the Metro project is

presented below Table: 6-20 for quick appreciation

Table 6-22: Metro Project Implementation in other Cities of India

Sl. No

System City State Length

Km Opening

year Population

(2011) Metro Availability Per

Lakh Pop in Km

1 Kolkata Kolkata Metro

West Bengal 140.64 Oct-84 4496694 3.13

2 Delhi Metro

Delhi Delhi, Haryana, Uttar Pradesh

371.00 Dec-02 11007835 3.37

3 Namma Metro

Bangalore State 76.67 Oct-11 8425970 0.91

4 Rapid Metro

Guru Gram Urban

Haryana 11.70 Nov-13 902112 1.30

5 Mumbai Mumbai Metro

Maharashtra 80.00 Jun-14 12478447 0.64




6-54 | P a g e

Sl. No

System City State Length

Km Opening

year Population

(2011) Metro Availability Per

Lakh Pop in Km

6 Chennai Chennai Metro

Karnataka 47.05 Jun-15 4681087 1.01

7 Jaipur Metro

Jaipur Rajasthan 12.03 Jun-15 3073350 0.39

8 Kochi Metro

Kochin Kerala 44.00 Jun-17 2119724 2.08

9 Lucknow Lucknow Metro

Uttar Pradesh 41.50 Sep-17 2817105 1.47

10 Hyderabad

Hyderabad Metro

Telangana 71.60 Nov-17 6809970 1.05

11 Nagpur Nagpur Metro

Maharashtra 38.2 Apr-18 2405665 1.59

Source: Compiled from https://en.wikipedia.org/wiki/Urban_rail_transit_in_India, and other secondary

Sources

6.3.14 Consultant’s Recommendation

MMR and its sub regions interactions with the rest of the regions is modelled and number of

vehicle and trips are estimated for base and horizon years through four stage travel demand

Modelling. Derived travel demand numbers are so high and suggest implementation of Multi

Modal Corridor Also the travel demand and ridership numbers for the proposed Multi Modal

Corridor connecting Virar to Alibaug recommends adoption of Metro Rail is the only best available

MRTS option. Even though fare revenue collections of Metro Rail project would be low in the

initial periods, they will improve in the long run. Other advantages associated with Metro Rail

projects are contributions of non-fare revenue from mixed land use developments, TOD and

advertising rights. Considering all the factors consultants strongly recommend Metro Rail is the

only option among the available systems for the implementation of MRTS facility in North- South

corridor “Navghar to Balavali through Taloja MIDC”. Summary and recommendations of the

consultants is presented in the Table 6-23.




6-55 | P a g e

Table 6-23: Summary and Recommendations of the MMC –MRTS Study

Sl.No Section Name

Nodes Chainage Km Starting Metro Station End Metro Station

Total Number of

Metro Stations

Year of Commencement

of Metro operations

From To From Km

To Km

Name Start Km

End Km

Name Start Km

End Km

1 Navghar to Bhivandi 1 2 0.000 22.150 Malodi 10.940 11.190 Kasheli 19.880 20.180 5 2031

2 Bhivandi to Katai Naka 2 3 22.150 31.500 Anjur 23.480 23.730 Sandap 29.510 29.760 4 2031

3 Katai Naka to Taluja Junction

3 4 31.500 37.200 Nilje 32.840 33.090 Taluja MIDC 35.480 35.760 3 2031

4 Taluja Junction to Morbe

4 5 37.200 47.700 Karavale 38.630 38.880 Chinchavali 46.080 46.330 5 2041

5 Morbe to Mumbai Pune Expressway Jn

5 6 47.700 60.850 Morbe 49.450 49.700 Borle 60.600 60.850 6 2041

6 Mumbai Pune Expressway Jn to Karanjade

6 7 60.850 66.000 Kon 62.800 63.050 Nandgaon 65.330 65.580 2 2041

7 Karanjade to MTHL Junction

7 8 66.000 77.000 Karanjade 67.300 67.550 Chirle 75.980 76.230 6 2041

8 MTHL Junction to Jite 8 9 77.000 95.500 Dighode 78.930 79.180 Hanumanpada 91.375 91.625 3 2041




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6.3.15 Recommended Lane Configuration for the Years

Based on the traffic projected for different horizon years, lane configuration of the MMC. The lane

configuration details are presented in the Table 6-24 below:

Table 6-24: Desired Lane Configuration of MMC for the Horizon Years for AM Peak Hour

Horizon Year

Nodes 1-2

Nodes 2-3

Nodes 3-4

Nodes 4-5

Nodes 5-6

Nodes 6-7

Nodes 7-8

Nodes 8-9

Recommendation

2021 6 Lane 6 Lane 6 Lane 4 Lane 6 Lane 4 Lane 6 Lane 6 Lane 6 lane + 2 BRTS

lane = 8 lane

2031 10 lane 10 lane 10 lane 8 lane 10 lane 6 lane 8 lane 8 lane 10 lane

2041 12 lane 12 lane 12 lane 10 lane 12 lane 8 lane 10 lane 12 lane 12 Lane

Legend: H- Highway, M – Metro, and S – Suburban Railway

Note: * - Current Study

The above table compares the Consultant Modal results with the Navi Mumbai International

Airport DPR Report and Model results are found be in permissible limits.




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7 PROJECT PHASING

7.1 Project Package Details

The Multimodal corridor starts near the intersection of NH8. A trumpet interchange is proposed

for smooth entry and exit from NH8 to MMC. This section passes through settlements such a

Kaman, Kharbao, Dunge, Kopar, Kewani, Kalher, Kasheli, Anjur Dive, Anjur, Alimghar, Barodi,

Bhopar, Diva and Hedutance gaon. The Multimodal Corridor runs parallel to the Ulhas River to

east and crosses the river between Diva and Dombivali towards Hedutanne Gaon. The MMC

alignment runs north of Diva Vasai railway line mostly adjoining to the proposed Dedicated

Freight Corridor (DFC). The Clover – Leaf interchange ramps are proposed at Kalayn Shil Phata

Road, this further connects to NH-4, Thane- Agra and Kolegaon – Shirgaon Road.

Access to major road crossing the MMC is provided through interchange ramps. No at grade

junction is provided between MMC and crossing – roads. A number of Vehicular underpasses

(VUP), Pedestrian Under passes (PUP) are provided to facilitate movement across MMC.

Table 7-1: Structural Details

Structure Length (m)/Numbers

Major Bridge 41

Major Bridge (Service Road) 20

Minor Bridge 27

Minor Bridge (Service Road) 11

Interchange 9

Over Pass 2

Vehicular Under Pass 39

Pedestrian Under Pass 4

ROB 5

Flyover 51

Metro Station 34

Box Culvert 19

Pipe Culvert 3

Length of Tunnel 6260

7.2 Project Phasing

The project is envisaged to be implemented by scaling up through stages based on traffic

requirements. Proposed project has right of way allocated for highway (including BRTS lane),

Metro and other utilities.

Highway consists of access controlled lanes with one lane each way dedicated to BRTS. Various

other components of the highway construction include drain, parking, non-motorized transport

(NMT), footpath, pedestrian under pass (PUP), vehicle under pass (VUP), interchanges, culverts,

ITS infrastructure, embankments, tunnels, BRTS stations and toll plazas. In case of Metro, it is

conceptualized to be built when the BRTS lane reaches its maximum capacity.




7-2 | P a g e

Based on the viability and cost aspects of the project, it has been further subdivided in to

Packages. The project is being divided in several packages is shown in following table:-

Table 7-2: Project packaging & Cost under Phase-1

Sl No. Package

Chainage Node Length (km)

Civil cost (in Cr.)

INR

Civil cost (in

million USD)

Total Land in

Ha.

Total Land Cost From To From To

1 I 0.000 23.000 Navghar (NH-8)

Anjur 23.000 4573.36 696.13 238.987 1446.41

2 II 23.000 47.700 Anjur Morbe 24.700 4337.59 660.24 272.394 5876.28

3 III 47.700 72.200 Morbe Dapoli 24.500 3700.59 563.28 272.68 6816.13

4 IV 72.200 97.000 Dapoli Balavali 24.800 3635.81 553.42 269.689 1478.67

GRAND TOTAL 97.000 16247.35 2473.07 1053.75 15617.49

Total cost of multi modal corridor is given the following Table 7-3.

Table 7-3: Cost Estimate Summery of Multi Model Corridor from CH.00+000 to CH.97+000

BILL NO. DESCRIPTION AMOUNT (INR Cr.)

CIVIL CONSTRUCTION WORKS

1 SITE CLEARANCE 5.976

2 EARTHWORKS 1766.165

3 SUBBASE AND BASE COURSES 237.119

4 PAVEMENT COURSES 541.526

5 CROSS DRAINAGE WORK - CULVERT 35.866

6 STRUCTURE 8839.68

7 REPAIR AND REHABILITATION OF STRUCTURES

8 DRAINAGE AND PROTECTION WORKS 3422.753

9 ROAD APPURTENANCES 19.068

10 TOLL BOOTH 5.310

11 TUNNEL 1071.80

12 MISCELLANEOUS 302.97

TOTAL CIVIL CONSTRUCTION WORKS (SL. NO. 1 TO 12) 16248.23

Add GST @ 12% on Civil Cost 1949.787

TOTAL CIVIL CONSTRUCTION WORKS (Including GST) 18198.02

7.3 Cost Estimate (Highway & Structure)

The Cost Estimate for Package I: (CH.0+000 to CH.23+000) i.e. From Navghar to Anjur has been





7-3 | P a g e

Table 7-4: Cost Estimate (CH.0+000 to CH.23+000)

BILL NO. DESCRIPTION AMOUNT (Rs.)


1 SITE CLEARANCE 1,32,83,792

2 EARTHWORKS 4,39,78,83,568

3 SUBBASE AND BASE COURSES 47,56,15,804

4 PAVEMENT COURSES 95,52,36,094

5 CROSS DRAINAGE WORK - CULVERT 11,93,85,210

6 STRUCTURE

A MINOR BRIDGE 1,34,84,82,562

B MAJOR BRIDGE 8,15,76,97,084

C ROB

D FLYOVER 3,74,58,90,058

E PEDESTRIAN UNDERPASS -

F VEHICULAR UNDERPASS 48,58,11,534

7 STRUCTURE & ROADWAY COST FOR 0-8+300, NEW ALIGNMENT 12,53,95,80,461

8 REPAIR AND REHABILITATION OF STRUCTURES -

9 DRAINAGE AND PROTECTION WORKS 11,14,40,36,110

10 ROAD APPURTENANCES 4,72,09,038

11 INTERCHANGE OTHER THAN STRUCTURE -

12 TOLL PLAZA 1,57,00,500

13 TUNNEL 2,10,00,00,000

14 MISCELLANEOUS 18,77,44,174

TOTAL CIVIL CONSTRUCTION WORKS (SL. NO. 1 TO 14) 45,73,35,55,989

Add GST @ 12% on Civil Cost 5,48,80,26,719

TOTAL COST OF CIVIL CONSTRUCTION (Including GST) 51,22,15,82,708

CENTAGES AND OTHER WORKS

(Ref: Circular No. RW/NH-24036/27/2010-PPP, MoRTH, Dated. 10th August 2016 for Centages)

I. Base Civil Cost at the time of Project Preparation 51,22,15,82,708

II. Escalation @ 5% (Considering 1 Year Time Between Project Preparation And Bid Due Date)

2,56,10,79,135

III. Contingencies @ 1% Of Civil Cost (I+II) 53,78,26,618

IV. Total EPC Cost (I+II+III) 54,32,04,88,461

V. IC/Pre-Operative Expenses @ 1% Of Total EPC Cost (IV) 54,32,04,885

VI. Financing Charges:@ 1% For Epc Cost More Than Rs. 1000 Crores 12,47,13,419

VII. Interest During Construction @ 11.7% Per Annum on Debt. 2,77,60,81,155

VIII. Centages Over EPC Cost (V+VI+VII) 3,44,39,99,458

IX Estimated Project Cost (IV+VIII) 57,76,44,87,920

SOCIAL RESETTLEMENT AND REHABILITATION COSTS 1,00,62,57,173

ENVIRONMENTAL MANAGEMENT COST 3,85,39,536

UTILITY SHIFTING 11,74,80,000

TOTAL CENTAGES AND OTHER WORKS 4,60,62,76,167

TOTAL PROJECT COST 58,92,67,64,629

The Cost Estimate for Package II: CH. 23+000 to 47+700 i.e. from Anjur to Morbe has been





7-4 | P a g e

Table 7-5: Cost Estimate (CH. 23+000 to CH.47+700)




2 EARTHWORKS 6,45,94,33,496


4 PAVEMENT COURSES 2,16,38,72,610

5 CROSS DRAINAGE WORK - CULVERT 23,92,80,913

6 STRUCTURE

A MINOR BRIDGE 1,05,73,57,349


C ROB 23,41,22,235

D FLYOVER 10,84,83,57,406

E PEDESTRIAN UNDERPASS 8,94,42,652


7 REPAIR AND REHABILITATION OF STRUCTURES -



10 INTERCHANGE OTHER THAN STRUCTURE -

11 TOLL PLAZA 1,81,62,650.00

12 MISCELLANEOUS 31,67,98,187.00


TOTAL COST OF CIVIL CONSTRUCTION 43,37,58,77,341







2,42,90,49,131




VI. Financing Charges:@ 1% For Epc Cost More Than Rs. 1000 Crores

11,82,84,132









The Cost Estimate for Package III: CH.47+700 to 72+200 i.e. from Morbe to Balavali has been





7-5 | P a g e

Table 7-6: Cost Estimate (CH. 47+700 to CH.72+200)



1 SITE CLEARANCE 47,05,689

2 EARTHWORKS 1,30,65,82,302


4 PAVEMENT COURSES 57,88,66,503

5 CROSS DRAINAGE WORK - CULVERT -

6 STRUCTURE

A MINOR BRIDGE 20,16,58,107


C ROB -

D FLYOVER -

E PEDESTRIAN UNDERPASS -


7 HIGHWAY & STRUCTURE COST FROM 47+000 TO 65+000 28,54,40,44,996




11 TOLL PLAZA 75,22,595

12 TUNNEL 1,70,36,25,000

13 MISCELLANEOUS 9,75,64,433









2,07,23,30,446





10,09,13,483









The Cost Estimate for Package IV: from CH 72+200 to CH 97+000 i.e. from to Balavili has been





7-6 | P a g e

Table 7-7: Cost Estimate (CH.72+200 to CH.97+000)




2 EARTHWORKS 5,49,77,50,663


4 PAVEMENT COURSES 1,71,72,80,639

5 CROSS DRAINAGE WORK - CULVERT -

6 STRUCTURE 10,05,61,27,250

A MINOR BRIDGE 68,16,43,382

B MAJOR BRIDGE 36,11,44,535

C ROB

D FLYOVER 1,77,11,57,504

E PEDESTRIAN UNDERPASS





12 TOLL PLAZA 1,17,18,785

13 TUNNEL 6,91,43,55,000

14 MISCELLANEOUS 2,42,75,51,841









2,03,60,55,264





9,91,47,039









7.4 Metro Cost and Phasing:

It can be seen from below table of Travel Demand Forecasting the metro is recommended in two

phases as given below following Sections.




7-7 | P a g e

Table 7-8: Phasing of Metro

Phase Section Detail Node

I Navghar to Bhivandi 1-2

Bhivandi to Katai Naka 2-3

Katai Naka to Karavale 3-4

II Karavale to Taluja Junction 4-5

Taluja Junction to Morbe 5-6

Morbe to Mumbai Pune Exp Jn 6-7

Mumbai Pune Exp Jn to Karanjade 7-8

7.5 Final Alignment for Metro on MMC

Total running length of metro is 80.685 km.

Metro starts at 10.940 km Malodi metro station and ends at 91.625 km Hanumanpada metro

station

The metro alignment is along the highway alignment; Metro starts at chainage 10.94 km near

Kharbao railway station. Starting station of metro; Malodi metro station will be transit hub in

future as integration is proposed with adjacent Kharbao Railway station. Metro is aligned in the

central portion with highway on either side. Throughout alignment metro is predominantly at-

grade except NHAI portion (km 48+000- km 65+000). As NHAI is not developing metro, In NHAI

portion metro is planned to left of highway which is considered to be developed when required.

The Metro Station are identified based on present and future growth centres as indicated in

regional development plan. The following Table 3.17 Presents the Metro Stations for Phase 1 as

well as Phase 2. The alignment of metro mostly runs parallel and between LHS and RHS Highway

Carriageways. The horizontal alignment of highway and metro are designed to suit their

geometrical parameters.

The vertical alignment of metro shall be designed for metro geometrical parameters and station

configuration.

Table 7-9: Metro Station List


1 11060 250m Malodi Phase 1

2 12980 250m Kharbav Phase 1

3 15080 250m Kewani Phase 1

4 18260 250m Kalher Phase 1

5 20000 250m Kasheli Phase 1

6 23600 250m Anjur Phase 1

7 25320 250m Bharodi Phase 1

8 27620 250m Bhopar Phase 1

9 29630 250m Sandap Phase 1

10 32960 250m Nilje Phase 1

11 34500 250m Shirdhon Phase 1

12 35600 250m Taluja MIDC Phase 2

13 38750 250m Karavale Phase 2

14 40550 250m Nitlas Phase 2




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15 42180 250m Vavanje Phase 2

16 44650 250m Mahodar Phase 2

17 46200 250m Chinchavali Phase 2

18 49580 250m Morbe Phase2

19 52130 250m Umroli Phase 2

20 54380 250m Nere Phase 2

21 56560 250m Wangni Phase 2

22 58530 250m Pali Phase 2

23 60730 250m Borle Phase 2

24 62930 250m Kon Phase 2

25 65450 250m Nandgaon Phase 2

26 67430 250m Karanjade Phase 2

27 69275 250m Vadghar Phase 2

28 73930 250m Pushpak Nagar Phase 2

29 79050 250m Dighode Phase 2

30 82000 250m Vidhane Phase 2

31 84950 250m Chirner Phase 2

32 88700 250m Kelvane Phase 2

33 90500 250m Rava Phase 2

34 91500 250m Hanumanpada Phase 2

Based on section loads and ridership estimated, Metro is proposed for implementation in two

phased. First phase comprising 11 station is proposed for a length of 12.06 Km from Kharbao (km

10) to Taloja Junction in 2031. Remaining 53.363 km from Taloja Juction to Jite Node

(Hanumanpada Station) with 23 stations is proposed for implementation in the year 2041. Prior to

implementation of metro in 2031, BRT is proposed to on all sections. In 2031 when metro will be

implemented metro lanes will be used for traffic lanes. Similarly along rest of MM corridor, Metro

will replace BRTS in 2041 while metro lanes will be used for vehicular traffic movement.

Table 7-10: Cost of Metro including system

Package Chainage

(From) Chainage

(To) Length (Km)

Length of Metro

corridor (Viaduct Portion)

Length of Metro corridor

(At Grade

Portion)

Cost of metro

on Viaduct per km

Cost of metro on At Grade per km

Civil Cost (In Cr.)

I 10.94 23.00 12.06 6.243 5.817 215 165 2302.074

II 23.00 97.00 74.00 53.363 19.487 215 165 14688.38

Total 16990.50




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8 FINANCIAL AND ECONOMIC ANALYSIS

Competing use of the limited funds available with the government necessitates exploration into

the potential of private sector participation in as many projects as possible, which are underway.

This can ensure relief to some budgetary resources for alternate uses. In order to ensure this,

there is a need to explore the financial viability of the project, without which no investor would

come forth for project implementation. The primary objective of this chapter is to assess the

financial viability of the project and to determine its feasibility under various scenarios. The

revenue and cost streams have been analysed to determine the project rate of return. The

underlying parameters for appraising these projects are based on the norms usually followed by

the various financial institutions and banks while appraising and financing projects.

The project will have a span from area of economic development of Vasai-Virar, Bhiwandi-Kaman,

North of Kalyan. Ambernath North, Area south of Kalyan, North to Taloja, Panvel South East,

Ulve, Dronagiri, Navi Mumbai, Kopta, Rasayani-Karjat, Thane - Bhiwandi – Kaman. The traffic

estimates have given due consideration to ongoing and future road and infrastructure projects in

the MMC precincts. As the economic development of the corridor is widespread, the analysis of

entire section will be beneficial to understand its impact on the entire region. The full potential

benefit of the corridor can be realised only on execution of the entire span of corridor.

Accordingly financial and economic analysis for the entire corridor is more relevant as compared

to separate homogeneous traffic sections. Hence financial and economic analysis separately for

each of the homogeneous traffic sections is not conducted.

8.1 Assumptions

A number of assumptions have been considered for the analysis. They have been listed below:

The debt-equity ratio has been taken as 7:3.

The period of financial analysis has been taken as 31 years after five years of

construction period.

The rate of interest considered for the analysis has been assumed as 9% p.a.

The rate of inflation has been taken as 5% pa.

The disbursement of VGF has been taken during the construction period.

Taxation: While calculating the Corporate Tax liability, taxable profits have been

calculated. Minimum Alternate Tax (MAT) needs to be paid by the company. The

Corporate Tax is of 30% and Minimum Alternative Tax of 18.00 % has been included in

the analysis.

Depreciation: Depreciation as per Companies Act has been calculated at 5% p.a.

following the SLM (Straight Line) method.

Insurance premium has been assumed at 0.15% of the assets/investment. It is

payable over the life of the project.




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The loan repayment period has been assumed as ten years after five years of

moratorium.

The toll rate per trip has been rounded off to nearest ten rupees, after accounting

for inflation.

Based on the discussions with the MMRDA, the Total Project Cost has been arrived at by

taking additional percentages of the construction cost towards contingency cost, inflation

during construction period, interest during construction, and insurance premium.

The toll rate has been grown at 5% per annum applied at every three years, as per the

advice of MMRDA.

Operations and maintenance cost has been considered at 1% of the assets. It is payable

over the life of the project.

The Lifecycle cost of the road: One of the key steps in the highway investment decision-

making process is to realistically estimate project level life-cycle costs and benefits of road

projects. Different highway facilities such as pavements and bridges have different useful service

lives. In order to compare the merit of projects on an equal basis, the operation and maintenance

cost i.e. life-cycle cost is considered in the analysis

The project level life-cycle benefits in perpetuity is quantified on the basis of life-cycle activity

profiles. As the base case life-cycle activity profile represents the most cost-effective investment

strategy, investment decisions are always made with the intention to keep abreast of the base

case life-cycle activity profile. For the base case life-cycle activity profile in perpetuity, the base

case typical facility life-cycle is assumed to be repeated an infinite number of times.

Summary of assumption:

Table 8-1: Summary of Assumptions

Debt-equity ratio 70:30

Loan tenure (years) 15

Moratorium period (years) - including construction period 5

Interest rate 9%

Insurance cost (% of project cost) 0.15%

Corporate Tax 30%

Minimum Alternative Tax (MAT) 18%

MAT expiry period (Years) 10

Engineering & Project Management 2.5%

Contingencies 1%

Depreciation rates

Companies Act

Straight line method 1.63%

Written down value 5%

Escalation 5%

Financing cost 1%




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8.2 Costs

8.2.1 Land costs

MMRDA will be acting as the coordinating agency for land acquisition. The existing land owners

are offered to avail cash compensation as per the Land Act. Following is the summary of cost of

land.

Table 8-2: Area & Land Cost Summary (With NHAI)

Sl No.

Package Chainage Node Length

(km)

Total Land in

Ha.

Total Land Cost

From To From To

1 I 0 23 Navghar (NH-8)

Anjur 23 238.987 1446.41

2 II 23 47.7 Anjur Morbe 24.7 272.394 5876.28

3 III 47.7 72.2 Morbe Dapoli 24.5 272.68 6816.13

4 IV 72.2 97 Dapoli Balavali 24.8 269.689 1478.67

GRAND TOTAL 97 1053.75 15617.49

8.2.2 Revenue Model

Tollable Traffic: MMC is considered to be closes tolling system. The user of the MMC will pay for

number of kilometers which user has travelled on MMC. The toll collection centres are suggested

at various exits of the corridor. The tollable traffic, by each nodes, has been estimated and traffic

growth rate has been applied to all modes. This tollable traffic forms an input to the financial

analysis.

8.2.3 Tolling

Toll revenues are calculated based on highway traffic and assumed toll rates. The proposed MMC

is expected to provide higher service levels than Mumbai Pune Expressway. However, the toll

rates for the proposed MMC are considered in line with Mumbai Pune Expressway toll rates in

consultation with MMRDA

Table 8-3: Toll Rates Proposed

Year ending: 2023

Vehicle Type MPEW toll rate (Rs /

94 km) MPEW toll rate (Rs /

km) Proposed MMC toll rate

(Rs / km)

Car 271.00 2.88 2.88

Mini Bus 419.00 4.46 4.46

Bus 797.00 8.48 8.48

External Bus 797.00 8.48 8.48

LCV 419.00 4.46 4.46

2 Axle 582.00 6.19 6.19

3 Axle 1377.00 14.65 14.65

Commercial revenue: Revenue from commercial activities like advertisements, commercial space

lease are assumed to be around 10% of toll revenues.




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Table 8-4: Project Revenue

Year 2023-32 2033-42 2043-53

Toll revenue (Rs in crore) 29,245 86,810 193,085

Commercial revenue(Rs in crore) 2,925 8,681 19,308

Total Revenue(Rs in crore) 32,170 95,491 212,393

8.2.4 Indicators of Financial Analysis

Based on the above stated assumptions and inputs, the exercise of the financial analysis has

been carried out for the proposed project. The indicators estimated are:

8.2.4.1 Project Internal Rate of Return (IRR)

The project IRR has been estimated before and after payment of taxes and has been presented

as Pre-Tax IRR and Post-Tax IRR. For project viability, with the assumed rates of interest of 9%

per annum, the post-tax IRR has been targeted at 15% p.a.

8.2.4.2 Net present value (NPV)

It is the net present value of total inflows compared with the total outflows of the project. The

outflows of the project include the repayment of loans, interest payment and other operating

expenses. The inflows being the toll revenue and other revenue accruing to the project. However

in a longer term project, IRR plays a vital role in deciding the feasibility of the project. Hence IRR

is presented for the project viability.

8.2.4.3 Pay Back Period (PBP)

The payback period is the length of time required to recover the initial investment of the project.

It is calculated from the first year of operation of the project.

8.2.4.4 Average Debt Service Coverage Ratio (DSCR) and Minimum DSCR

This ratio reflects the ability of a project to service its debt. Normally a ratio of 1.5 to 2 is

considered satisfactory. However, for road and bridge projects, a ratio of 1.2 to 1.5 is also

acceptable with 1.2 anyway being the minimum. DSCR is generally calculated for each year, but

in road infrastructure projects, since the retained earnings are negative in the initial years,

average DSCR is also considered.

8.3 Results of Financial Analysis

The result of the financial analysis has been presented in the below tables.

Physical infrastructure, such as the MMC project involves large investments that can put a strain

on the public purse. This strain is especially crucial for fast developing Indian states, such as

Maharashtra, whose economies are undergoing rapid development and urbanization and have a

great need for expanded infrastructure. Public-private partnerships (PPPs) are thereby

increasingly being used by government and public sector authorities as a way of increasing

access to infrastructure services for the citizens and economy at a reduced cost.

The private party’s roles in the potential PPP modes that may be envisaged; are from amongst

the following:




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Design, Construct, manage and Maintain

Design, Finance, Construct, Manage and Maintain

Design, Finance, Construct, own, manage, maintain

Based on various broad level parameters crucial for determining the family of PPP mode of

implementation, the below mentioned factors may be taken into consideration.

Design Parameters for PPP

o Capital Expenditure Focus

o Capex-focused project (includes Opex also)

Role of the Private Party

o Construction of assets and operation during project Lifetime

o Private Sector financing ( more than 50% of new Capex)

Type of Assets

o Greenfield

Responsibility for Design

o Private Sector

Ownership

o Public

Primary Revenue Source

o Toll from users (User-Charge) ^

8.4 EPC model

This form of contract sets out the relationship between the owner and the contractor for the

provision of professional or technical services. Under an EPC contract, the principal or owner

enters into a contract with the EPC contractor, who will, in turn, enter into various subcontracts

with subcontractors for the performance of specified portions of work. They will be responsible

for not only the engineering aspects of the project, but also procurement of equipment and

design and construction of the facility, plant or project.

For owners of projects, EPC contracts allow them to manage risk more effectively and also allow

contractors to allocate and specialise in the work they undertake. This model is used where the

owner’s concept design is based more on functionality and they need someone to engineer a

solution to produce that functionality. Under common EPC agreements, contractors have full

control of the design, procurement and construction of the project from inception to completion.

Many people refer to EPC contracts as turnkey construction contracts as it allows the owner to

simply ‘turn the key’ when the project is complete for the system to be fully operational. In

addition to delivering a complete facility or plant, contractors must also deliver it for a guaranteed

price and date. This guarantee means that the contractor, and not the principal, will incur any

additional costs. If the plant is not complete to the specified level upon completion, the contractor

may also incur financial liability.




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The financial analysis based on EPC model is presented below:

Table 8-5: Based on EPC Model

Section Length (In Km) % Total Cost

PKG I 23 5,122

PKG II 24.7 4,858

PKG III 24.5 4,145

PKG IV 24.8 4,072

Total Construction Cost 97.00 18,197

Construction supervision charges 2.00% 364

Highway planning and maintenance 0.50% 91

Social and resettlement and Utility shifting 2.50% 455

Contingencies 1.00% 182

Total Project cost excluding land 19,289

Escalation 5.00% 2,865

Total Project cost including IDC 22,154

Land 15,617

Total including land 37,771

Funding

Equity 100% 37,771

Debt 0

VGF 0

Total 100% 37,771

Project IRR 12.77%

Equity IRR 12.77%

Payback period: 17 years

Under EPC model, Engineering, Procurement and Construction of the project is carried out the

contractors.

The employer will fund the project 100% with equity.

The employer will conduct the operation and maintenance of the project.

The employer will have right over the tolling i.e. revenue collection.

The risk of revenue is borne by the employer.

The employer also carries the risk of operations and maintenance.

The contractor only carries the risk during construction.

The contractor does not carry any risk of financing the project.

8.4.1 Engineering, Procurement and Construction (EPC) Model with Viability gap funding

Under this model, the cost is completely borne by the government. Government invites bids for

engineering knowledge from the private players. Procurement of raw material and construction




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costs are met by the government. The private sector’s participation is minimum and is limited to

the provision of engineering expertise.

A significant benefit of EPC contracts is that it allows the owner to engage with just one

contractor, who will in turn manage all the relationships with subcontractors. This assignment of

work can make it easier for the owner/principal to oversee the project and evaluate progress

based on performance as the contractor carries out the project. This contract arrangement also

benefits contractors who will have more control over the design and selection of subcontractors.

While contractors accept more risk with the coordination of the design, they can act more

efficiently to lower construction costs.

While principals can benefit from the single point of responsibility for the delivery of the project,

they do lose involvement with the design process, adding potential risk if the project’s design is

crucial. Principals should ensure they carefully mark out the project’s milestones to avoid lifecycle

costs and scope changes being easily overlooked. Also, as the contractor performs the design and

construction, the usual checks and balances present during such projects do not exist for the

owner.

VGF reduces the upfront capital costs of pro-poor PPP projects by in most cases making a grant

available at the time of financial close so it can be used during construction. The “gap” addressed

by VGF is between project costs and expected project revenues, assuming user tolls The intention

is to make economically viable projects financially viable, while helping to mobilise private sector

investment and ensuring that the private sector still shares in the risks of infrastructure delivery

and operation.

The financial analysis based on EPC with VGF model is presented below:

Table 8-6: Based on EPC with VGF Model

Section Length (In Km) % Total Cost (Cr)

PKG I 23.0 5,122

PKG II 24.7 4,858

PKG III 24.5 4,145

PKG IV 24.8 4,072


Engineering and Project management and Social and resettlement and Utility shifting

2.50% 455


Financing cost 1.00% 182


Interest during construction 1,571


Land 15,617


Funding

Equity 53% 19,323

Debt 24% 8,646

VGF 23% 8,235

Total 100% 36,204

Project IRR 12.78%

Equity IRR 13.04%




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Under EPC with VGF model, i.e. Viability gap funding of 40% (of cost excluding land) is

considered to be contributed by government.

Under EPC with VGF, the balance 60% (of cost excluding land) is funded by the government

with debt equity ratio of 70:30.

Land cost is being funded by government as part of equity.

The contractor will undertake the construction of the project.

The employer will conduct the operation and maintenance of the project.



The contractor only carries the risk during construction.

The contractor does not carry a risk of financing the project.

8.5 Hybrid Annuity Model

The Hybrid Annuity Model is a mix of BOT Annuity and EPC models. As per the design, the

government will contribute to 40% of the project cost in the first five years through annual

payments (annuity). The remaining payment will be made on the basis of the assets created and

the performance of the developer. Here, hybrid annuity means the first 40% payment is made as

fixed amount in five equal installments whereas the remaining 60% is paid as variable annuity

amount after the completion of the project depending upon the value of assets created.

As the government pays only 40%, during the construction stage, the developer should find

money for the remaining amount. Here, he has to raise the remaining 60% in the form of equity

or loans.

There is no toll right for the developer. Under HAM, Revenue collection would be the

responsibility of the National Highways Authority of India (NHAI).

Advantage of HAM is that it gives enough liquidity to the developer and the financial risk is shared

by the government. While the private partner continues to bear the construction and

maintenance risks as in the case of BOT (toll) model, he is required only to partly bear the

financing risk.

The financial analysis based on Hybrid Annuity model is presented below:

Table 8-7: Based on Hybrid Annuity Model

Section Length (In Km) % Total Cost Cr

PKG I 23 5,122

PKG II 24.7 4,858

PKG III 24.5 4,145

PKG IV 24.8 4,072



2.50% 455




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Land 15,617


Funding

Contractor Equity 10% 3,423

Private Debt 23% 7,987

Initial govt equity 67% 23,224

Total 100% 34,633

Project IRR 13.13%

Equity IRR 15.75%



Under Hybrid annuity model, government will fund the project 40% (project cost excluding

land) initially over 5 years.

The balance 60% (project cost excluding land) is funded by the contractor with debt equity

ratio of 70:30.

The balance 60% (project cost excluding land)funded by the contractor is paid to the

contractor in annuities over 15 years.

Interest and escalation is paid along with the annuities.

The contractor will conduct the operation and maintenance of the project.



The contractor only carries the risk of operations and maintenance.

The contractor carries limited risk of financing the project which is serviced by the regular

annuities assured by the employer.

8.6 Built Operate and Transfer model

BOT is seen as an option to outsource public infrastructure projects to the private sector, which

takes charge of design, financing, construction, operation and maintenance of the facility under a

concession agreement

Under BOT, a developer builds the highway, operates it for a specified duration and transfers it

back to the government. The government starts payment to the developer after the launch of

commercial operation of the project. Payment will be made on a six month basis.

During the BOT concession period, the sponsor can charge the users of the facility and is also

responsible for management of the facility, as well capital investment as required. The project




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can be operated by the sponsor period, as defined by the contract. Toll roads are often operated

by the sponsor in the in the 31 year range; Financial complexity presents the biggest challenge to

the BOT model as compared to infrastructural projects financed by traditional. BOT requires the

private sectors to raise large amount of cash to fund projects, which is often risky to the firms.

The financing arrangement should also be carefully tailored to the project specific characteristics,

where it is observed as determinative along with, technical elements in awarding the BOT

concession. The financial analysis based on BOT model is presented below:

Table 8-8: Based on BOT Model

Section Length (in Km) % Total Cost Cr

PKG I 23 5,122

PKG II 24.7 4,858

PKG III 24.5 4,145

PKG IV 24.8 4,072


Engineering and Project management 2.50% 455




Interest during construction 2,564


Land 15,617


Funding

Equity 59% 22,310

Debt 41% 15,616

VGF

Total 100% 37,925

Project IRR 12.42%

Equity IRR 13.42%


Under BOT model, the contractor will build operate and transfer the road back to employer at

end of concession.


The contractor will fund the project 100% (excluding land) with debt equity ratio of 70:30.


The contractor will have right over the tolling i.e. revenue collection.

The risk of revenue is borne by the contractor.

The contractor also carries the risk of operations and maintenance.

The contractor carries higher risk of financing the project throughout the life of the project.




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8.7 Modified Hybrid annuity Model with World Bank funding

World Bank provides low-interest loans, zero to low-interest credits, and grants to developing

countries. These support a wide array of investments in such areas as education, health, public

administration, infrastructure, financial and private sector development, agriculture, and

environmental and natural resource management. Some of our projects are co financed with

governments, other multilateral institutions, commercial banks, export credit agencies, and

private sector investors.

They also provide or facilitate financing through trust fund partnerships with bilateral and

multilateral donors. Many partners have asked the Bank to help manage initiatives that address

needs across a wide range of sectors and developing regions.

Here it is assumed that MMRDA will provide equity in the form of Land to the project.

The financial analysis based on Modified Hybrid annuity Model with World Bank funding model is

presented below:

Table 8-9: Based on 8.7 Modified Hybrid annuity Model with World Bank funding Model


PKG I 23 5,122

PKG II 24.7 4,858

PKG III 24.5 4,145

PKG IV 24.8 4,072



2.50% 455




Interest during construction 428


Land 15,614


Funding



World bank debt 33% 11,666

Govt equity (Land) 45% 15,614

Total 100% 35,058

Project IRR 12.99%

Equity IRR 14.61%






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Under Modified Hybrid annuity model, government will fund the project 60% (project cost

excluding land) initially over 5 years through world bank debt.

World bank will fund 60% (project cost excluding land) as debt

The balance 40% (project cost excluding land) is funded by the contractor with debt equity

ratio of 70:30.

The balance 40% (project cost excluding land) funded by the contractor is paid to the

contractor in annuities over 15 years.

Interest and escalation is paid along with the annuities.




The contractor only carries the risk of operations and maintenance.

The contractor carries limited risk of financing the project which is serviced by the regular

annuities assured by the employer.

Table 8-10: Comparison

Model EPC

EPC with VGF

Hybrid Annuity

BOT Modified HAM with WB fund

Govt Pvt Govt Pvt Govt Pvt Govt Pvt Govt Pvt

Land risk

Construction risk

Contract related risk

Financing risk

Operations and maintenance risk

Revenue risk

Inflation - interest rate risk

Social, political and legal risk

Force majeure risk

Project IRR 12.77% 12.78% 13.13% 12.42% 12.99%

Equity IRR 12.77% 13.04% 15.75% 13.42% 14.61%

Payback period 17 years 17 years 16 years 17 years 16 years

Note:

It can be observed that construction risk is borne by the contractor and contract risk is shared

in all the models.

EPC model thrusts lowest risk to the contractor which can provide for faster construction and

completion of the project.

Under Hybrid annuity model, land has to be made available at the time of award of contract

which increases the time consumed for completion of the project.




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EPC gives flexibility to award the construction of project based on land availability and

progress on faster basis.

Pertinent to note that Modified HAM is giving fast payback period of 16 years.

8.8 Suitability Check for the proposed modes

The project implementation for such mega-infrastructures requires a conducive and enabling

environment and support at various levels. Traditionally, the public sector took on a more

prominent role in provision of transport infrastructures in India. Public sector ownership is viewed

as a way to ensure broad access, as many transport services have natural monopoly

characteristics. Supply responsibilities are generally assigned to the state primarily because of

high upfront costs and long payback periods that the public sector is seen as better able to

accept. The indivisibilities in infrastructure investment and presence of externalities also limit the

prospects for user charges to cover return on investments.

In light of the above, a suitability check needs to be conducted to ensure that the project is

acceptable to the general public and administration possesses willingness and capacity to

implement the project.

8.9 Conclusions

There are few key concerns in the enforcement of PPP contracts, since such contracts are of

typically very long duration and economic conditions may well change over the period of the

contract. It is also necessary to ensure that there is adequate competition in the bidding for such

contracts since once the contract is awarded, the concessionaire effectively becomes a monopoly

provider. All of these new developments in transportation/urban transportation necessitate

enhanced quality of governance and regulation and appropriate risk sharing. Furthermore,

attributes such as independence, transparency, accountability, legitimacy and credibility are also

essential. Besides, safety and social regulations to reduce health and environmental impacts are

also necessary to be integrated in the overall approach.

Since private investors are confronted with considerable uncertainty and risk in making

investments in transport facilities, which provide them returns over the long term, it is essential

that regulatory and risk frameworks provide them with stable conditions and a predictable

environment that enables them to make credible commitments. Independence implies shielding

regulatory agencies from political pressure to the extent possible.

Considering the overall suitability checks and parameters listed above, the project may be taken

up on Modified HAM mode. Other parameter that is crucial to decide whether the project may be

taken up on Modified HAM is the Readiness for Project Implementation. Accordingly Modified

HAM mode is suggested as the recommended model for execution of this project.

8.9.1 Sensitivity Analysis

We have conducted sensitivity analysis by varying input parameters and have evaluated the

change in financial returns. The following Scenarios have been considered to conduct the

sensitivity analysis.




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a. Variation in Civil Construction Cost

Base Case: 100% of Civil cost and 100% of Traffic

Scenario A: 70% of Civil cost and 100% of traffic

Scenario B: 80% of Civil cost and 100% of traffic

Scenario C: 90% of Civil cost and 100% of traffic

Scenario D: 110% of Civil cost and 100% of traffic

Scenario E: 120% of Civil cost and 100% of traffic

Scenario F: 130% of Civil cost and 100% of traffic

8.9.2 Variation in Traffic

Base Case: 100% of Civil cost and 100% of Traffic

Scenario A: 100% of Civil cost and 70% of traffic

Scenario B: 100% of Civil cost and 80% of traffic

Scenario C: 100% of Civil cost and 90% of traffic

Scenario D: 100% of Civil cost and 110% of traffic

Scenario E: 100% of Civil cost and 120% of traffic

Scenario F: 100% of Civil cost and 130% of traffic

The result of the various scenarios is tested on Modified HAM model to understand the outcomes:

Table 8-11: Results of Various Scenarios tested on Modified HAM Model

Scenario A B C Base D E F

Sensitivity -30% -20% -10% 0.00% 10% 20% 30%

Cost variation

Project IRR 15.05% 14.27% 13.59% 12.99% 12.47% 11.98% 11.56%

Equity IRR 17.13% 16.17% 15.35% 14.61% 13.97% 13.38% 12.87%

Traffic variation

Project IRR 11.07% 11.78% 12.41% 12.99% 13.54% 14.04% 14.50%

Equity IRR 12.27% 13.13% 13.90% 14.61% 15.28% 15.89% 16.45%

8.9.3 Economic analysis

Economic analysis has been carried out to assess the economic impact of the proposed MMC.

Implementation of the MMC provides connectivity to many of the Mumbai Metropolitan Regions

(MMR) giving rise to new growth centers and fostering economic development.

MMC would lead to direct benefits such as reducing the travel time of the people through faster

connectivity and higher level of service, reduction in vehicle operating costs due to reduced

distances, reduction in accidents, pollution etc. It would also lead to induced benefits / indirect

benefits such as employment generation and economic development of adjoining regions.

However, these benefits are achieved on account of costs involved in construction of the MMC,

such as land acquisition cost, construction, maintenance and operations cost.

Estimation and analysis of the quantum of the benefits streams and costs streams associated with

the proposed MMC has been done to arrive at the economic rate of return over a period of 31

years from 2023 to 2053.




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8.9.3.1 Economic costs

Economic cost is the cost incurred by the government or private parties for land acquisition

8.9.3.2 Land acquisition

Extent of land requirement has been estimated for ROW of 100m, based on which the land

acquisition costs are calculated. As the quantum of land required for the project is high, MMRDA

proposes to carry out the land acquisition.

The cost of land acquisition is estimated to be Rs. 8624 crore

8.9.3.3 Maintenance cost

The maintenance cost involves the cost of planning and implementation of various maintenance

measures implemented on the in-service roads in various phases.

Conversion factor of 0.85 applied to maintenance cost to arrive at the economic costs

8.9.4 Economic benefits

Economic benefits are realized either directly such as savings in vehicle operating costs (VOC),

vehicle time (VT), accidents and indirectly in terms of increases in employment and economic

growth in adjoining areas.

8.9.5 Economic costs

For calculation of direct benefits, scenarios – with MMC and without MMC – are compared, to

assess the savings in VOC, VT and accidents.

8.9.5.1 VOC savings

The cost of owning and operating vehicle due to its use on roads is called the Vehicle Operating

Cost (VOC). VOC has two components, variable cost and fixed cost.

Implementation of MMC reduces VOC due to

Increased level of service. The VOC incurred in the “with MMC” and “without MMC” scenarios

are presented here

Table 8-12: Results of Economic Analysis with and without Project Scenarios

VOC (Rs / Km) 2011 2011 2011 2023 2023 2023

Vehicle type Without

MMC With MMC

Savings Without

MMC With MMC

Savings

Car 4.6 3.8 0.85 7.4 6.0 1.36

Taxi 4.6 3.8 0.85 7.4 6.0 1.36

Light Truck 12.1 11.0 1.12 19.4 17.6 1.79

Heavy Truck 21.5 17.3 4.2 34.4 27.6 6.72

Bus 21.5 17.3 4.2 34.4 27.6 6.72

VOC have been calculated at 2011 prices and 2023 prices based on VOC calculations during 2007

given in CTS. An escalation of 5% per year has been assumed from 2007 to 2023 based on

increase in fuel prices which constitute a major portion of VOC




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Vehicle operating costs are estimated to be Rs 205319 crore.

Table 8-13: Vehicle Operating Costs for different horizon years

Rs in Crore 2023-32 2033-42 2043-53 Total

VOC savings 19332 57789 128198 205319

8.9.6 Vehicle/passenger time savings

Better quality of roads, new road diversions, road over bridge, exclusive expressway; bring about

reduction in travel time. The savings in travel time are enjoyed by passengers and transport

operators. Value of time at 2023 prices for passengers by various modes and commodities in

transit are presented here.

Table 8-14: Travel Time Savings

Time savings 2011 2023

Vehicle passenger time (Rs / HR) Value Value

Car 141 225.60

Taxi 105 168.00

Light Truck 38 60.80

Heavy Truck 38 60.80

Bus 38 60.80

Vehicle commodity time (Rs / HR)

Light Truck 12 19.20

Heavy Truck 11 17.60

VT have been calculated at 2011 prices and 2023 prices based on VT calculations during 2007

given in CTS. An escalation of 5% per year has been assumed.

Value of time saving for passengers and commodities is estimated to be Rs. 121237 crore over a

period of 30 years and is presented

Table 8-15: Value of time saving for passengers and commodities

Rs in crore 2023-32 2033-42 2043-53 Total

Time savings 21200 40920 59117 121237

8.9.7 Accident reduction

Accidents are likely to get reduced on account of people using public transit provided by the

proposed MMC and reduction on passenger vehicles on road. Accident involves cost of human

lives and human agony and damage to property and vehicles. The cost of accident is difficult to

measure and assumptions made for estimation of reduction in accidents and economic value of

the same are presented here.

Table 8-16: Accident data

Accident savings 2011 2023

Number of accidents in Maharashtra per lakh vehicles 690 1,104

Number of people killed per lakh vehicles 103 165

Cost of a fatal accident 6,02,508 9,64,013

Cost of damage to vehicles




8-17 | P a g e

Accident savings 2011 2023

Car 21,565 34,504

Taxi 21,565 34,504

Light truck 62,698 1,00,317

Heavy truck 62,698 1,00,317

The economic value of accident savings is INR 20604 crore details are presented in the following

Table 8-17.

Table 8-17: Accident Cost Savings

Rs in crore 2023-32 2033-42 2043-53 Total

Accident savings 2374 6406 11824 20604

8.9.8 Pollution reduction

The proposed MMC helps reduce pollution on account of the following reasons

Reduction in travel distances

Reduced car trips due to trip shift to public transit

The assumptions made for estimation of the economic value are presented here

Table 8-18: Economic Costs

Pollution Reduction

2011 2011 2011 2023

Fuel consumption

(litre/km)

Pollution Emission (Kg./1000 litres)

Economic value of damage (Rs / Km)

Economic value of damage (Rs / Km)

Car 0.067 447.6 1.15 1.84

Taxi 0.067 447.6 1.15 1.84

Truck 0.27 96.5 1.00 1.60

Heavy Truck 0.27 96.50 1.00 1.60

Damage cost of pollution is assumed to be Rs. 38.4 / Kg. An escalation of 5% per year has been

assumed.

The economic value of pollution reduction is INR 109042 crore

Table 8-19: Savings due to pollution reduction

Rs in crore 2023-32 2033-42 2043-53 Total

Pollution reduction 9748 29866 69428 109042

8.9.9 Employment generation

The employment in MMR excluding Greater Mumbai region is expected to increase from around

2.7 million in 2010 to 7.9 million in 2031. The forecasts have been made based on the transport

network planned in CTS of which the most recommended is the proposed MMC which connects

majority of the growth centres in MMR excluding Greater Mumbai. Hence, it is assumed that

around 25% of the forecasted employment is induced by the proposed MMC. Value of

employment generated is around Rs. 8,525 crore.




8-18 | P a g e

Table 8-20: Revenue generation due to employment generation

Rs in crore 2023-32 2033-42 2043-53 Total

Employment generation 4222 2867 1436 8525

8.9.10 Land Development

Growth centers have been identified along the corridor and their growth potential as estimated by

Lea Associates has been used for economic value assessment. As the estimated growth is

compelled by various transport links and other infrastructure proposed in CTS, the impact of the

proposed MMC is assumed to contribute to 5% of the value generation

Table 8-21:Generated Marketable Area and its Marker Value

Growth Area No.

Growth Area Area

(in Ha)

Generated value of

marketable land (Rs. Crore)

1 Vasai-Virar 19,200 263,573

3 Bhiwandi-Kaman 11,000 82,050

4 North of Kalyan. 6,600 105,939

5 Ambernath North 7,400 123,051

6 Area south of Kalyan, North to Taloja 19,000 263,573

8 Panvel South East 7,500 72,902

9 Ulve, Dronagiri, Navi Mumbai, Kopta 25,000 263,573

10 Rasayani-Karjat 7,000 101,217

11 Thane - Bhiwandi – Kaman 5,232 82,050

12 Others - 45,272

Value generation due to MMC in the growth centers was estimated to be Rs. 70,160 crore (2011

prices) which is escalated @5% to Rs 112256 crore (2023 prices). The land value generation is

spread over a period of 31 years.

8.10 Economic return analysis

The economic rate of return estimated after taking into consideration the benefit (excluding time

and accident savings) and cost streams over a span of 31 years i.e. from 2015 to 2053 is 15.11%

The economic rate of return estimated after taking into consideration all the benefit and cost

streams over a span of 31 years i.e. from 2015 to 2053 is 18.42%




8-19 | P a g e

Figure 8-1: Break-up of Economic Benefits

Around 70% of the benefits are indirect benefits and the rest 30% are direct benefits. Majority of

the benefits (around 65%) are realized in the form of growth center development.

11%

14%

1% 4%

5% 65%

Economic benefits

VOC Time savings Accident savings

Pollution savings Employment generation Land development




9-1 | P a g e

9 SUMMARY RECOMMENDATIONS

Currently Mumbai Metropolitan Region (MMR) is holding a population of 24.88M out of which

MCGM population is 12.6M. Also about 67% of the jobs are located in Mumbai and 27% of the

jobs are located in 8 major ULB’s. Also 48% of the daily trips are contributed from different sub

regions of MMR destined to MCGM. Origin and Destination surveys conducted at the outer cordon

surveys reveal that 95.5 % of the trips are from External to Internal and vice versa. Traffic

surveys conducted on the major regional trunk routes connecting MMR and MCGM reveal that

they are operated more than their capacities. At the moment MMR is generating about 23M

passenger trips a day, out of which the sub region’s contribution is 50%. The sub regions are

having strong trip interactions with MCGM and other major ULBS. Currently the trunk routes

connecting MMR are carrying more than one lac PCU per day. As the scope for future land

development with in MCGM and major ULB’s is very limited, there is need to go for future

development in the sub regions to achieve balanced regional development in line with the

objectives and recommendations of Regional Development Plan.

In this connection a Multi Modal Corridor (MMC) is proposed connecting the sub region areas

Virar in North to Alibagh in South passing through different sub regions of MMR. As the economic

development of the corridor is widespread, the analysis of entire section will be beneficial to

understand its impact on the entire region. The full potential benefit of the corridor can be

realized only on execution of the entire span of corridor

9.1 Traffic Studies

The Consultant has carried out traffic volume count and origin-destination surveys on seven outer

cordon locations on major regional roads in the vicinity of MMC in Mumbai Metropolitan Region to

assess the existing traffic on various roads and to assess traffic on MMC for differ horizon years

using the Travel Demand Model of MMRDA developed during CTS study. Existing traffic on

various regional road at outer cordon survey locations is presented in the following Table 9-1.

Table 9-1: Annual Daily Traffic on various regional roads

Vehicle Type

Ne

ar

Ch

inch

oti

Pa

ta o

n N

H-8

Ne

ar

Pa

dg

ha

on

NH

-3

Ne

ar

Ta

ra V

illa

ge

On

NH

-17

Ne

ar

wa

da

kh

al

Pa

ta o

n N

H-6

6

Ne

ar

Kala

mb

oli

on

JN

PT

Ne

ar

Kh

ala

pu

r o

n

Mu

mb

ai-

Pu

ne

Ex

pre

ssw

ay

Ne

ar

Sh

ed

un

g

Vil

lag

e o

n N

H-4

Two & Three Wheelers 15,253 8,486 5,933 15,398 5,387 - 8,544

Car, Jeep Van 36,329 12,705 10,525 15,528 2,537 30,587 10,490

Mini Bus 124 174 157 368 14 162 51

Bus 742 551 1,006 1,736 36 1,371 445

LCV 5,101 3,375 1,949 3,323 1,053 1,998 1,542




9-2 | P a g e

Vehicle Type

Ne

ar

Ch

inch

oti

Pa

ta o

n N

H-8

Ne

ar

Pa

dg

ha

on

NH

-3

Ne

ar

Ta

ra V

illa

ge

On

NH

-17

Ne

ar

wa

da

kh

al

Pa

ta o

n N

H-6

6

Ne

ar

Kala

mb

oli

on

JN

PT

Ne

ar

Kh

ala

pu

r o

n

Mu

mb

ai-

Pu

ne

Ex

pre

ssw

ay

Ne

ar

Sh

ed

un

g

Vil

lag

e o

n N

H-4

Trucks (2, 3 Axle) 9,841 3,006 1,392 2,330 2,397 2,676 1,146

MAV 3,369 1,701 1,290 2,048 8,718 865 2,792

Total Motarised 65,793 29,998 22,252 40,731 20,142 37,659 25,010

Total Non-motarised 5,008 15 755 450 18 614 10

Total Traffic (Vehicles) 70,801 30,013 23,007 41,181 20,160 38,273 25,020

Total Traffic (PCUs) 1,00,995 41,085 32,178 52,180 53,477 51,697 35,061

Travel demand model of MMDRA developed for CTS study was validated for the base year and

utilised for travel demand forecasting for the future. Planning parameters and Traffic on MMC

based on model results for various horizon years is presented in the following Table 9-2.

Table 9-2: Planning parameters and Traffic on MMC for Different horizon years

Detail 2017 2021 2031 2041

Planning Parameters

Population in MMC Influence area (Crore) 1.04 1.2 1.55 1.98

Employment in MMC Influence area (Lakh) 37.72 45.01 57.39 73.17

Traffic Projections

Road Volume PCU 3652 4678 8378 15004

Metro Section Load (PHPDT) 7407 9487 21067 44440

Recommendations

Road Lane Configuration Recommended 8 Lane 10 Lane 12 Lane

Public Transport System (BRTS/Metro) BRTS all along MMC

Kharbao to Taloja Juntion

Taloja Junction to Jite Node

The Consultant, based on the traffic estimated presented in above table, recommend

implementation Multi Modal Corridor in the year 2021 with 3+3 vehicular traffic and 1+1 BRT

lanes to cater the passenger travel demand. The section load projected in 2031 warrant

implementation of Metro from Kharbao (km 10) to Taloja Junction, the BRT Lanes can be used

for vehicular traffic in the MMC corridor where Metro is proposed and while, BRTS will be

operational in remaining MMC corridor.

It is evident from the above table, that the section load projected warrant development of Metro

in remaining section of MMC by 2041. Traffic volume projected warrant development of 12 lane

divided carriageway by the year 2041.

However, the consultant recommends monitoring of traffic on MMC corridor on regular basis to

check whether the traffic volumes projected are in line with the volumes on MMC corridor or not

for different horizon years.

Model results were compared with traffic estimated in NMIA study and presented in the following

Table 9-3.




9-3 | P a g e

Table 9-3: Traffic on various transport corridors in MMC influence area

Sl. No.

Mode Corridor

PHPD or PCUs/hr

2021 2031


1 M Ghatkopar-Mankhurd-Vashi-NMIA-Panvel 22,100 19309 25,900 22,694

2 M Colaba-Siddhivinayak-Sewri-Kharkopar-NMIA 19,300 17862 29,150 27,135

3 S CST-Panvel Harbour Line 30,900 28884 32,700 30,697

4 H Sion-Panvel Highway 4,890 5340 6,660 7,335

5 H Mumbai Trans Harbour Link (Road) 2,935 2593 5,700 5,105

6 H Eastern Freeway 6,950 6569 7,900 7,489

7 H Virar-Alibaug MMC: Road 3,050 4678 5,480 8378

8 M Virar-Alibaug MMC: Metro 7,300 9487 15,400 21,067

9 H Mumbai-Vadodara Expressway Spur in MMR: Virar-

Panvel 2,180 4161 3,020 33,092

10 M Thane-Belapur Phata 13,100 15365 18,200 22,005

11 S Thane-Vashi 29,000 12926 30,000 13,326

12 S Vasai-Diva 21,800 19744 22,300 22,694

13 S Diva-Panvel 21,300 21165 21,500 27,135

14 S Panvel-Uran 25,800 20874 15,400 30,697

15 S Panvel-Karjat 10,790 6455 14,150 7,335

Legend: H- Highway, M – Metro, and S – Suburban Railway

Note: * - Current Study

The above table compares the Consultant Modal results with the Navi Mumbai International

Airport DPR Report and Model results are found be in permissible limits.

9.2 Salient Feature of Economic and Financial Analysis of MMC

Giving due consideration to vehicle Operating Costs and Life Cycle Cost, Economic and Financial

analysis is carried using the following models:

EPC Model

EPC With VGF

Hybrid Annuity

Build Operate and Transfer (BOT) under PPP

Modified HAM with international Financial Assistance

9.2.1 Consultants Recommendations

Benefits accrued from the economic analysis indicate, around 70% of the benefits are indirect

benefits and the rest 30% are direct benefits. Majority of the benefits (around 65%) are

realized in the form of growth center development.

In view of the anticipated developments , and to realize the vison the vison of Mumbai world

class city, future growth need to be in the sub regions of MMR.




9-4 | P a g e

The present trunk routes are no more capable of carrying the future traffic (more than

1,50,000 PCU/day), for which a Multi Modal Corridor is strongly recommended, connecting

different sub regions with MCGM and integrated with future planned transit infrastructure.

Financial analysis among all the models, strongly recommends adoption of Modified HAM

model with World Bank Assistance where in IRR is about 15% for which all the risks are

vested in government, and makes the project free of field execution.

Cost of project estimation is given in the following table with details of package-wise breakup is


Table 9-4: Project Cost: Total Project is of 97 Km length


PKG I 23 5,122

PKG II 24.7 4,858

PKG III 24.5 4,145

PKG IV 24.8 4,072



2.50% 455




Interest during construction 428


Land 15,614


Funding



World bank debt 33% 11,666

Govt equity (Land) 45% 15,614

Total 100% 35,058

Results of financial analysis carried out are presented in the following Table 9-5.

Table 9-5: Financial Models Results

Sl. No

Description of the Model

Total Project Cost INR Cr

Equity (%) VGF (%)

Debt (%) Pay

Back Period

Project IRR

Equity IRR

1 EPC 37,771 100 - - 17 12.71 12.71

2 EPC with VGF 36,204 53 23 24 17 12.78 13.04

3 Hybrid Annuity (BOT+ Annuity)

34,633 10 (contractor)

67 (Government)

23 private 16 13.13 15.75

4 BOT 37,925 59 41 17 12.42 13.42

5

Modified HAM with International Assistance

35,058 7 (contractor)

45 (Government)

16 private 33 (WB

Assistance) 16 12.99 14.61




9-5 | P a g e

Results of Economic analysis of the project are detailed in the following Table 9-6.

Table 9-6: Economic Analysis

Sl. No

Economic Return from Sector Year (Savings in INR Cr) Total

(INR Cr) Remarks

2023-32 2033-42 2043-53

1 VOC savings 19332 57789 128198 205319

Economic Rate of Return is 18.42

2 Time savings 21200 40920 59117 121237

3 Accident savings 2374 6406 11824 20604

4 Pollution reduction 9748 29866 69428 109042

5 Employment generation 4222 2867 1436 8525

5 Land Development from Growth Centers

112256

56876 137848 270003 576983

As per Metro Policy of Government of India, Metro Project needs only Economic Rate of Return to

be 14% for getting Government approval. The Multi Modal Corridor is recommended for

implementation.

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