hate to be picking holes but i couldnt help but notice that while constructing pillars there have been two major screw ups ...

1. In the square pillar at JB Nagar Gurudwara Junction, the pillar was first constructed, then stripped of all its concrete and then rebuilt again by filling the concrete. no idea why...any engineers wanna shed light?

2. In the pillar on WEH for the span bridge, they had construction a portion that wasnt supposed to be there. So they drilled off the concrete off the pilllar for about a month till they had their prefered specifications.....

I guess screw ups are part of any big project like this....

Guys check out the revamped official website of MMRDA... talksa bout the timeline for Mumbai Metro...... and other phases of Mumbai Metro

http://202.71.136.179/mmrda/showProject.jsp?srv=1weaFV4cI0NjZp
Some excerpts:

*This project was initially of 15 kms. Now it is reconfigured to 11.07 kms. Proposed spur to International Airport and Vikhroli Car shed excluded from scope of PPP for line-1.
**Line 2 and Line 3 of the master plan has been reconfigured to Charkop-Bandra-Mankhurd (31.8kms elevated) and Colaba-Bandra (20kms underground).

Total cost of the Mumbai Metro master plan is Rs 19525 Crores (cost as of Master Plan, 2003 price level). The areas of Mumbai which are not catered by the rail based transit system have been covered under the Mumbai Metro Master plan. In order to provide easy access within and frac12; km to 1 km the metro master plan has been prepared. The master plan covers important stations like Churchgate, CST, Mumbai Central, Bandra Terminus. It also coves the international and domestic airports. Proposed project include interchange at Sewri with Mumbai Trans Harbour Link, and for Navi Mumbai railways at Mankhurd suburban. For Mass Rapid transit system at thane and Mira Bhayendar interchange facility is also proposed

The 18 trains that will run on the first 20-km Versova-Andheri-Ghatkopar stretch of the Metro will also be in the city in a phased manner by the end of 2011.

:ohno:

Digging in progress at Stretch between Andheri Station and Teli Galli... No traffic allowed... detour from Chinai college for Andheri subway ...only right turn from Teli Gali to WEH.. no left turn for Andheri Station

http://www.flickr.com/photos/tusharking/5293517772/

@moderator - Why cant i upload pics from my flickr account?

http://www.flickr.com/photos/tusharking/5293517772/

:ohno:

By the end of 2011, I heard it will start running on 31st December 2010?

By the end of 2011, I heard it will start running on 31st December 2010?

who told you that?

By the end of 2011, I heard it will start running on 31st December 2010?

There are different versions floating around. Some believe that 2011 is the total completion date... some are saying only a portion of the tracks will be operational.. while some are saying the initial trial run will happen by 2011. 31 december toh bhul jao...

http://www.trafficpolicemumbai.org/Press%20Releases.htm

All the traffic changes due to various construction projects in Mumbai. Also includes traffic changes at DN Nagar and Ghatkopar due to Mumbai Metro COnstruction

MUMBAI: Residents along Metro routes in the city will get relief as noise mitigation measures will be taken, and sound barriers will be erected at special spots, like hospitals. One of the spots identified is Sarvodaya Hospital near Ghatkopar on the first Metro line (Versova-Andheri-Ghatkopar).

The Mumbai Metropolitan Region Development Authority (MMRDA) decided to erect barriers along the Metro routes after they proved to be successful on flyovers and road overbridges in the city.

Mumbai Metro One (MM1) director K P Maheshwari said they will take noise mitigation measures on the Metro track too and will erect noise barriers, if needed, on other stretches. MM1 is building the Metro's first line. Maheshwari said, "We will put special rubber pads on the track outside Sarvodaya Hospital. Special grease will be applied to the steel tracks. This will reduce the noise to permissible levels." "Noise mitigation measures are more effective at tackling noise as barriers do not keep out all sound,'' said Maheshwari. Plans are afoot to have mitigation measures at Nanavati Hospital, which is near the Metro's second lineThe issue had come up when citizen groups in Juhu-Vile Parle and Bandra had pointed to the problem of having an elevated route on the second line (Charkop-Bandra-Mankhurd). They had demanded an underground route from Andheri to Bandra, which they felt would not need displacement of residential and commercial establishments. They had also pointed to the nuisance of noise pollution from the metro.

The MMRDA is constructing a large sound barrier wall at the Bandra Kurla Complex and plans sound barriers on bridges, flyovers and rail overbridges. The MMRDA commissioner also said that they will erect view-cutters to protect the privacy of people residing near the metro routes.

Bangalore Metro already held its trial run.... Construction started in 2007

http://www.bangaloremirror.com/index.aspx?page=article&sectid=10&contentid=20101228201012280014514684dfa7e65

http://www.flickr.com/photos/tusharking/5305627791/

http://flic.kr/p/95QHTc

and more

Andheri Metro Station Contstruction Picture - http://flic.kr/p/95QHTc

yesterday evening i happened to cycle metro stretch from andheri E to marol naaka(airport Jn). it was dark so i didnt click any photos. but several UPDATES to be noted-

1. a huge sea of mess at nilkamal signal- the staging of andheri MRT station is removed.
2. no entry for ALL VEHICLES at nilkamal jn. only vehicles from pump house (old nagardas rd) can enter andheri station (main bus stop).
3. from teligally no left turn. forced right turn.
4. teligally to WEH junction- 1 pier missing, (ie. yet to be built), for others, girder launching started and completed to some extent
5. west pier of WEH cable stayed bridge 80% work done. what remains is the cable-stays. This is completed on the east pier of the bridge. Overall height (upto cable masts seems upto 6 floors high. perhaps the first bridge-over-bridge in india??? no idea for delhi metro.....
6. cables for this bridge brought on site and are being "sewn" onto the cable stays by very tall crane services. Now the pier is looking like a tuning fork.........
7. WEH station seems to be complete.
8. entire viaduct except holy family church junction seems to be done. For the juncn, a pier work has just started bang in the middle of huge sea of vehicles going to SEEPZ MIDC kurla andheri and west :(
9. ELECTRIC POLES are INSTALLED on viaduct from holy family junction to JB nagar gurudwara junction.
10. JB nagar metro station work in progress, height of vehicles restricted to 4 metres. So all the (in)famous double deckers (332)on this route are gone. now JNNURM buses ply on 332 route and peoplecling to these buses like magnets.
11. jb nagar to marol naka viaduct work in full swing, some piers missing, at some junction the piers for marol naka station are up bang on footpaths & in front of bus stops.
11. girder work is almost non-existent from marol naka to saki naka. only pier and pier-cup seem to be done. many piers missing at airport junction.

today ill be doing andheri West to ONGC junction (i.e. DN nagar and will post its updates in night or tomorrow morning.

wow! cycling in that area? youre a brave man

hope u have insurance anuj...:D

Bravery award for son in law. :DBtw, nice updates, keep em coming...

whats wrong in cycling? ive been doing this since last 14 yrs (cycling in andheri) atleast thats the only thing which gives me the feeling that I can be ahead of others. and thats the quickest way to roam in andheri.... considering the huge traffic it has. yesterday i completed the tour from my house (near ADH stn E) to airport road and back by sahar road in exact 1 hour... with some stopping for observation. The SEAR is also doing great!

Anuj, thanks for updates, but normally cycling/bike/scooter etc are not safe in India(big cities), thats the reason people here so amazed :)

Hey Anuj .. it wasnt meant as a taunt. Just light hearted humor. In fact, I had thought of this so many times. Its just that AK road is anything but ideal for a cyclist.. isliye... Cheers mate! I used to follow the service road from Andheri to Goregaon on the WEH.. its much safer .. before JVLR became so crowded, i used to take JVLR and cycle through SHere e punjab et al..

Keep cycling..atleast you are not adding to the tons of pollutants already in air.

Anuj, thanks for updates, but normally cycling/bike/scooter etc are not safe in India(big cities), thats the reason people here so amazed :)


use the word 'outdated' instead of 'not safe' :)

@ pyartun: no no offenses at all.... i m not a person who take things seriously so soon

anyways back to topic-
-foundation work outside the mess of what we call andheri stn (W) seems complete (the exact location is the chowk where people flow like water and vehicles bray like donkeys- meeting of (now closed) JP road with sv rd)
- two or more piers are yet to rise up out of their foundations (ram mandir to sv road)
-all other pier and pier cup work done upto indian oil nagar junction :cheers:
- the usual trough section girders are NOT used at this place from SV road to navrang talkies. instead the rails would run on 4 I-girders, it'd look so dangerous from the metro- 4 tracks balanced on 4 I-girders- something like this-
___
II II
===
||
||
____

- electric poles are also up from bhardawadi junction to indian oil nagar junction.
- viaduct almost entirely done from bhardawadi junction right upto 7 bunglows link road.
- azad nagar (or DN nagar? which is the immediate westward station on metro after andheri) work started, again the 4 m height restriction.
-traffic seems to be well controlled
-indian oil nagar junction (andheri signal) pier remains, they have completed blocking this road :P
- i didnt venture too far from 4 bunglows, but viaduct work seems more or less completed

In a major tactical move, the Mumbai Metropolitan Region Development Authority (MMRDA) on Friday appointed Dr UN Biswas— a former additional director of the Central Bureau of Investigations (CBI) as advisor of to the National Mass Transit Training and Research Institute (NaMTTRI) which has been established in association with the Federal Transit Administration, Depart of Transport, USA.

Top MMRDA officials feel that Biswas’s appointment is an important step towards ensuring the safety and security of the Metro and Monorail services in the city.

An IPS of the 1968 batch and the recipient of President’s Medal, Biswas took charge of his new assignment on Friday and addressed the officials associated with the Metro and Mono Rail projects today and briefed them on various strategies related to commuter safety and security. Officials from various other organizations like Municipal Corporation of Greater Mumbai (MCGM), Police, Brihanmumbai Electric Supply and Transport Undertaking (BEST) and Mumbai Metro One Pvt. Ltd. (MMOPL) were also present during the interaction.

Biswas during his lecture emphasised on the need to document different trends adopted by criminals and insisted that each and every individual will have to be mindful of his surroundings.

“It is the awareness of the common man that will prepare us to resist and mitigate disaster like situations without panic. This will also help us build response mechanism and ‘act’ rather than ‘react’ to disasters — technical, natural or manmade,” said Biswas.

Biswas also insisted on developing programmes on hostage negotiation Biswas also insisted on developing programmes on hostage negotiation. “Such programmes would help us avoid instances such as the Nariman-House attack during 26/11 attack where no hostages could be saved. The need of the hour is awakened security, random but regular frisking, citizen participation and techno savvy personnel for what would be the most sophisticated Operational Control Room. There is no substitute to human intelligence,” added the senior security expert.

The Mumbai Metropolitan Region Development Authority (MMRDA) has roped in former additional director of the Central Bureau of Investigation ( CBI) UN Biswas to help in preparing a security plan for the Metro and Monorail projects in the city.

MMRDA commissioner Ratnakar Gaikwad said that Biswas has been appointed advisor to the National Mass Transit Training and Research Institute. "His services will be crucial for the safety and security of the Metro and Monorail systems," Gaikwad added.

Biswas, an IPS officer from the 1968 batch, and a recipient of the President's Medal, addressed officials of the Metro and Monorail projects on Friday and discussed strategies related to commuter safety and security.

During his discussion, Biswas stressed the need for collective responsibility and insisted that it was the awareness of the common man that would help in mitigating disaster-like situations without panicHe also discussed the need for programmes on hostage negotiation. "Hostage negotiation will help us avoid incidents like Nariman House where hostages couldn't be saved

The face of Mumbai is all set to change from 2011 onwards as a slew of ongoing transport projects like the metro and monorail will be completed whilst new ones will be launched giving a huge relief to commuters.

People are already getting tired of putting up with huge traffic snarls caused by hectic construction activity even as the existing lifeline of Mumbai — the suburban rail system and also the BEST bus service — are bursting at the seams.

The new projects will certainly help in not only reducing the pressure on the rail and bus services, but also reducing travel time.

Whilst the Mumbai Metropolitan Region Development Authority (MMRDA) is planning eight monorail corridors in the suburbs, the first phase of the 24.6 billion rupees (Dh2 billion) 19.54 kilometre monorail route from Chembur, a north-east suburb, to Wadala, is expected to be commissioned by May, provided some of the hurdles are overcome on time. This pilot project would be the first monorail in India.

As for the Metro Rail — that will serve areas not connected by the existing suburban railway and provide interchange facilities — nine corridors have been planned, with five of them partially underground and the rest elevated.

The first 11-kilometre Versova-Andheri-Ghatkopar elevated metro rail line — connecting eastern and western suburbs as well as to Ghatkopar and Andheri stations — is likely to be completed by mid-2011. Once the metro is operational, travel time will be reduced from 71 minutes to 21 minutes.

With residents worried about the noise pollution along the metro routes, the MMRDA will erect sound barriers at special spots such as hospitals and schools. Additionally, completion of the Sahar Elevated Road by mid-2011 will be a big boon for travellers battling stress to reach the international airport

Had gone to Ghatkopar today.

1. Ghatkopar station is in advanced stages of construction
2. Construction at various levels between Saki Naka and Asalpha. There are no pillars on a major stretch of the road, some have been dug up and some pillars that are constructed are yet to be capped and girders placed. So all in all..2012 ke pehle bhul jao.
3. Lots of work visible between WEH and Saki Naka. Girders placed on major portions. Station construction underway At airport signal and JB NAgar. Major girder placed on the junction of JB NAgar and Gurudwara.

Had gone to Ghatkopar today.

1. Ghatkopar station is in advanced stages of construction
2. Construction at various levels between Saki Naka and Asalpha. There are no pillars on a major stretch of the road, some have been dug up and some pillars that are constructed are yet to be capped and girders placed. So all in all..2012 ke pehle bhul jao.
3. Lots of work visible between WEH and Saki Naka. Girders placed on major portions. Station construction underway At airport signal and JB NAgar. Major girder placed on the junction of JB NAgar and Gurudwara.

dude post some pics na of ghatkopar station and airport road and some areas in ghatkopar plssssss

use the word 'outdated' instead of 'not safe' :)



- electric poles are also up from bhardawadi junction to indian oil nagar junction.
- viaduct almost entirely done from bhardawadi junction right upto 7 bunglows link road.
- azad nagar (or DN nagar? which is the immediate westward station on metro after andheri) work started, again the 4 m height restriction.
-traffic seems to be well controlled
-indian oil nagar junction (andheri signal) pier remains, they have completed blocking this road :P
- i didnt venture too far from 4 bunglows, but viaduct work seems more or less completed

Versova to Navrang cinema stretch in Andheri W may be completed in 3-4 months if the current pace is maintained. They may do trial runs here. But partial opening is of no use unless Andheri station is connected, which looks unlikely in the next 8 months. Btw, azad nagar and dn nagar stations are too close.

Connector between the metro station and ghatkopar station
http://img402.imageshack.us/img402/6162/img0412ke.jpg (http://img402.imageshack.us/i/img0412ke.jpg/)

Metro work in progress on JP road Andheri west.
From Versova to Link road junction.

http://img831.imageshack.us/img831/4480/04012011319.jpg

http://img228.imageshack.us/img228/7996/04012011321.jpg

http://img156.imageshack.us/img156/6063/04012011322.jpg

http://img137.imageshack.us/img137/9739/04012011323.jpg

http://img17.imageshack.us/img17/8713/04012011324.jpg

http://img137.imageshack.us/img137/4286/04012011325.jpg

Metro work in progress on JP road Andheri west.
From Versova to Link road junction.

http://img59.imageshack.us/img59/9061/04012011326.jpg

http://img137.imageshack.us/img137/3929/04012011327.jpg

http://img715.imageshack.us/img715/4889/04012011328.jpg

http://img152.imageshack.us/img152/4302/04012011329.jpg

http://img717.imageshack.us/img717/2793/04012011330.jpg

http://img148.imageshack.us/img148/1631/04012011331.jpg

thankyou cg and fuwad

would you guys say that it looks on track for mid 2011? or even dec 2011

Metro work in progress on JP road Andheri west.
From Versova to Link road junction.

http://img694.imageshack.us/img694/4118/04012011332.jpg

http://img12.imageshack.us/img12/9443/04012011333.jpg

Piling in progress (probably for station bldg) at 4 Bunglow Jn.
http://img829.imageshack.us/img829/9582/04012011334.jpg

square shaped pillar as compared to the usual circular ones at 4 Bunglow Jn.
http://img151.imageshack.us/img151/8672/04012011335.jpg

Metro railway line entrance to DN Nagar Metro Depot.
http://img141.imageshack.us/img141/8549/04012011336.jpg

Entrance to DN Nagar Metro Depot.
http://img194.imageshack.us/img194/6343/04012011337.jpg

Metro work in progress on JP road Andheri west.
From Versova to Link road junction.

DN Nagar Metro Depot.
http://img207.imageshack.us/img207/7325/04012011338.jpg

Metro Car Shed ?
http://img207.imageshack.us/img207/4614/04012011340.jpg

http://img703.imageshack.us/img703/3047/04012011341.jpg

http://img10.imageshack.us/img10/2954/04012011342.jpg

http://img27.imageshack.us/img27/2248/04012011343.jpg

http://img694.imageshack.us/img694/9986/04012011345.jpg

Amazing updates fuwad and CG as always :cheers:

niceeeee

i like the connector at Ghatkopar

thankyou cg and fuwad

would you guys say that it looks on track for mid 2011? or even dec 2011

If they can complete the Rail Overbridge at Andheri in 2011 then Versova to Andheri Station is possible, they can even stretch it up to Marol/Airport Jn. beyond that CG will be able to comment /guess.

As much as I would love the link to be complete ASAP, it unfortunately looks like a mid-2012 start for operations :(


Btw thanks as always to CG and Fuwad :)

I am unable to see any pics. This is happening since few months. whats the solution??????

Metro work in progress on JP road Andheri west.
From Versova to Link road junction.

http://img137.imageshack.us/img137/3929/04012011327.jpg



Any idea what's being constructed below the metro line viaduct??

Any idea what's being constructed below the metro line viaduct??

these type of constructions are of stations

good pics fuwad and cg... mumbaikars will be very fortunate if they get this open by dec 2011 :ohno:

Brilliant. Lines could open by October?

Fuwad .. Gr8 pics ...
I hope part of the line gets opened by the end of this year.

awesome updates

fuad/cg: when were you here taking the photos? even I was loitering with my cycle yesterday around 4-5 pm..... :)

anyways at/near andheri station, vehicles can go from Below the Andheri MRT station which was u/c for last 1 year. now they have dug up andheri station- pinky cinema, almost so much that people can barely walk. when asked to a supervisor he said they are shifting pipelines, pillar work would take 2 more months to Begin. :(

i am waiting for the other 'tuning fork' at WEH to get completed. maybe just another month....

these type of constructions are of stations

Correct. What they are constructing is a concourse level for the station. The ticketing windows, platform access gates and other facilities will be located on this concourse level and will be connected to footpaths on either side. Once the commuter passes the fare gates, the platforms (above concourse, at the level of the via duct for the tracks) will be accessible using escalators, elevators, stairs located on either sides of the viaduct.

Andheri Metro Station - As taken from Andheri Station FOB

http://flic.kr/p/97JuNd

Yaar CG and Fuwad... is there any way of uploading pictures without using imageshack... i hate uploading it on my flickr page and again on imageshack..

http://flic.kr/p/97JuNd

http://farm6.static.flickr.com/5044/5327044696_0d2b859cf9_b.jpg (http://www.flickr.com/photos/tusharking/5327044696/)
Andheri Metro Station (http://www.flickr.com/photos/tusharking/5327044696/) by Lone Wanderer (http://www.flickr.com/people/tusharking/), on Flickr

Correct. What they are constructing is a concourse level for the station. The ticketing windows, platform access gates and other facilities will be located on this concourse level and will be connected to footpaths on either side. Once the commuter passes the fare gates, the platforms (above concourse, at the level of the via duct for the tracks) will be accessible using escalators, elevators, stairs located on either sides of the viaduct.

Thanks CG and WinCPP

http://farm6.static.flickr.com/5044/5327044696_0d2b859cf9_b.jpg (http://www.flickr.com/photos/tusharking/5327044696/)
Andheri Metro Station (http://www.flickr.com/photos/tusharking/5327044696/) by Lone Wanderer (http://www.flickr.com/people/tusharking/), on Flickr

Nice pic, btw its the connector bridge between Metro station and Andheri station.

@ fuwad - Nah! The pic is taken from the FOB @ the north of Andheri Railway Station. The plan is to connect this FOB to the skywalk outside, which will be extended upto the Metro Station.

Metro Work in Progress from Link Road Jn. of JP Road To Rajkumar Jn. of JP Road, Andheri West.

http://img510.imageshack.us/img510/274/04012011346.jpg

Height barricade for station work, near sports complex.
http://img526.imageshack.us/img526/9310/04012011350.jpg

http://img403.imageshack.us/img403/9016/04012011351.jpg

http://img375.imageshack.us/img375/8026/04012011352.jpg

http://img222.imageshack.us/img222/5259/04012011353.jpg

Preparatory work on for Level 1 station slab. Azad Nagar Station.
http://img402.imageshack.us/img402/5941/04012011354.jpg

Preparatory work on for Level 1 of station slab, opp Sony Mony.
http://img535.imageshack.us/img535/9266/04012011357.jpg

http://img209.imageshack.us/img209/8554/04012011358.jpg

http://img607.imageshack.us/img607/5971/04012011359.jpg

Azad Nagar Station U/C at Sports Complex.
http://img684.imageshack.us/img684/1044/04012011361.jpg

Dividers in Place on JP Road.
http://img834.imageshack.us/img834/4174/04012011348.jpg

http://img232.imageshack.us/img232/2338/04012011349r.jpg

http://img844.imageshack.us/img844/4183/04012011362.jpg

Dividers in Place on JP Road.
http://img59.imageshack.us/img59/9227/04012011363.jpg

http://img221.imageshack.us/img221/4491/04012011364.jpg


JP Road Link Road Jn.
http://img146.imageshack.us/img146/9001/04012011368.jpg

Metro Car Shed as visible from Crystal Point Mall on Link Road.
http://img189.imageshack.us/img189/5756/04012011370.jpg

@ fuwad - Nah! The pic is taken from the FOB @ the north of Andheri Railway Station. The plan is to connect this FOB to the skywalk outside, which will be extended upto the Metro Station.

The actual metro station is coming up on MV Road, near Nagardas road Jn. (there are two such structures being built on east side) the bldg in your pic is opp to Andheri police station, which is a connector bridge (its a part of metro stn. cmplx. not the actual metro station) and it will connect the Andheri metro station to Andheri railway station through the skywalk.

Nice updates fuwad :cheers:

Fuwad: You da Man! :cheers:

The actual metro station is coming up on MV Road, near Nagardas road Jn. (there are two such structures being built on east side) the bldg in your pic is opp to Andheri police station, which is a connector bridge (its a part of metro stn. cmplx. not the actual metro station) and it will connect the Andheri metro station to Andheri railway station through the skywalk.

Wow. I knew about the Metro Station but didnt know that this building is going to be used just as a connector bridge. I wonder why they had to spend so much on just a connector bridge for the metro Station... As per the plans that I saw in the Metro Office (Their Office is @Satellite Silver, MArol Naka), the building is going to be used as a station complex and not just a connector bridge... but who knows .. one will actually know when its built.

Wow. I knew about the Metro Station but didnt know that this building is going to be used just as a connector bridge. I wonder why they had to spend so much on just a connector bridge for the metro Station... As per the plans that I saw in the Metro Office (Their Office is @Satellite Silver, MArol Naka), the building is going to be used as a station complex and not just a connector bridge... but who knows .. one will actually know when its built.

Are they going to financially expolit that area ? Shops / restaurants maybe ?

Nice 2 c the project progressing...:)

Its strange that in spite of using One Piece segments between the pillars still there has been long delays on the over all project..even though this is a gr8 time saving method..:ohno:

Are they going to financially expolit that area ? Shops / restaurants maybe ?

Just so everyone knows, we CANNOT get official design specs... the design that i am talking about, i got it from a contact, thorugh a lot of inside channels...

@ shaneware... Yes they are....there are no specifics to the design but if there is any space left after ticket counters, rest rooms and office space, they might include book stalls or small fast food joints..like we have on churchgate.. .i doubt that they would build such a building (with deep embedded pillars, same as that of all metro stations) only for shops and restaurants... I also doubt that this would be a station since its too short to be a platform for the 4-6 coach metro rakes...They are also building something at the corner of the street. Dont know exactly what that is.

Nice 2 c the project progressing...:)

Its strange that in spite of using One Piece segments between the pillars still there has been long delays on the over all project..even though this is a gr8 time saving method..:ohno:

Yes strange indeed. The biggest hurdle is the multiple agencies handling the work. MMRDA, BMC and the Reliance Consortium. MMRDA is in charge of the project overall (means it does nothing but look around), BMC is required to shift all of its underground utilities..but it will do it only once requested by the consortium or MMRDA.. and upon request ..being a govt agency..it moves at its own pace.. so unless this is done, construction cannot move ahead... add to that rains delay work most of the time, MMRDA suggesting changes at the last minute ... with all this, its a miracle we got this far... :):lol:

hey guys wen is charkop bandra mankhurd construction gonna start

Nice 2 c the project progressing...:)

Its strange that in spite of using One Piece segments between the pillars still there has been long delays on the over all project..even though this is a gr8 time saving method..:ohno:

The delay may be due to lack of funds / red tapism / lack of co-operation between multiple agencies. The techonolgy seems to work very well as the segments are placed in an hour in the night without disturbing the general public.

arey koi toh kuch toh post karo itna sarnata kyu hai bhai

Boss, people like Fuwad, CWG, and anuj from Mumbai post and give us updates every week or so.

Has anyone got any news articles on metro? Its surprising that all news about Mumbai Metro has dried up.. either online or in print...seems MMRDA ppl have gone underground :)

the delays are mostly due to shifting of u/g utilities, traffic police permissions and encroachments along the route. not in the actual construction part itself

we will see the same delays for all elevated lines

http://epaper.hindustantimes.com/PUBLICATIONS/HT/HM/2011/01/11/Article//001/11_01_2011_001_015.jpg

i guess this is a portion of the mulund-fort line

but it seems to be going farther east, maybe this one can be later extended to vashi?

This extension to Mankhurd should always have been planned for. Since this line is a standard gauge line, it cannot be linked to the Mankhurd-Panvel harbour line, else it would have been ideal to use that existing infrastructure to link up Andheri with Vashi. It would also have served as a link between CSIA and NMIA. It is likely to be prohibitively expensive to extend the metro line from Mankhurd to Navi Mumbai due to the water crossing (leaving aside the fact that it would essentially run parallel to an existing line).

In any case, the connection from Ghatkopar to Mankhurd makes a lot of sense, since it will allow the Western suburbs and the airport to be linked directly to Navi Mumbai, albeit with an interchange at Mankhurd.

ultimately with partnership of mumbai and mavi mumbai agencies i think we can create a SG bridge linking this versova-gjatkopar-mankhurd-vashi and ultimately into the proposed navi mumbai metro system to link it to the panvel airport.

The Mumbai Metropolitan Region Development Authority (MMRDA) has appointed Span Consultants Pvt Ltd for the preparation of Detailed Project Report (DPR) for Ghatkopar-Mankhurd Metro rail corridor. Consultants have already submitted the inception report and will prepare the DPR in four months.

The 7-km Ghatkopar-Mankhurd corridor will connect the first Metro corridor that runs from Versova to Ghatkopar via Andheri and the second corridor: Charkop Bandra Mankhurd.

According to the MMRDA officials, the proposed alignment for the corridor is from Ghatkopar station (East) near the road over bridge, extending further to Chembur-Mankhurd Link Road at Chheda Nagar junction near the Eastern Express Highway, and will end at Mankhurd station to integrate with the Harbor line as well as the CBM corridor.

“This Metro line will improve connectivity between the northern and eastern region of Mumbai. Besides, the new metro rail will enable east-west connectivity from Versova to Mankhurd saving commutation time,” said Dilip Kawathkar, Joint Project Director (PR), MMRDA.

MMRDA is having a hard time acquiring land from a temple along Andheri Ghatkopar Link RoadThe much-awaited Metro, which is chasing a Diwali deadline, has hit a religious roadblock. It has run up against a 45-year-old temple in Asalfa near Ghatkopar.


The Mumbai Metropolitan Region Development Authority (MMRDA) needs a large portion of the plot but the Trust that runs Maheshwar Mandir refuses to part with it.

The temple sits along the Andheri Ghatkopar Link Road and the elevated metro corridor will run parallel to this road.

Dilip Kawathkar, joint project director, MMRDA, said their year-old negotiations with the Trust had met with little success.

“The area along the sides is needed for the metro station and has to be acquired. Part of the land it stands on is anyway earmarked for a road according to the Development Plan. This delay is affecting our pace of progress,” he said.
The trustees of the temple, on the other hand, allege that in the original alignment, the temple land was not needed. “We got a copy of the original alignment through Right to Information and it shows the project only touches the temple.

In fact, when we went for a public hearing in 2007, we were told we needn’t bother since our temple wouldn’t be affected. Here, they are talking about acquiring a length of almost 40 feet, leaving only the main idol area intact.

We are obviously not against the metro, but who gives them the right to suddenly acquire new areas? The authorities have bungled up,” said Ramesh Mane, a temple trustee.

The Trust has shot off several letters to MMRDA as well as relevant officials in the state government. A 2008 letter written by opposition leader Pandurang Phundkar to then Chief Minister Vilasrao Deshmukh alleges MMRDA wanted to acquire a portion of the temple to save public toilets constructed by the local MLA. “We met several officials at MMRDA and the Urban Development Department. The officials haven’t had the courtesy to reply to our letters,” Mane said.MMRDA, however, denies any sudden change in plans. Ashwini Bhide, joint metropolitan commissioner, MMRDA, said, “This acquisition was always on the cards.

We have been trying to negotiate a compensation package and even did a survey of the land on Friday. This is not the first time we are acquiring a religious structure. We are hopeful that the issue will be sorted out soon.”

The authority now plans to acquire the land forcibly. The law allows for a forcible acquisition for public projects provided the owner is given a compensation according to the ready reckoner rates.

As the authority tries to put up a brave face, a senior official in the department says sorting the issue out will be a time-consuming affair. “Since that land in question is required for a station, it may be more practical to start the metro with a semi-operational Asalfa station,” he said, under condition of anonymity.

MUMBAI: With the Mumbai Metropolitan Region Development Authority (MMRDA) planning to extend the Metro rail route, people will be able to commute from Mankhurd to as far as Dahisar once the service is thrown open to the public.

According to officials, the route planned from Versova to Ghatkopar will end at Mankhurd, while the one that was to terminate at Charkop will be extended till Dahisar.

The extensions will benefit nearly two-and-a-half lakh people and cost MMRDA an additional Rs 3,500 crore, a government official said. "Eight to 10 additional stations will be built on the extended routes. More than 75% work on the Versova-Ghatkopar stretch is completed and the line will be ready by October," MMRDA spokesman Dilip Kawathkar said. "The Metro rail will link Mankhurd through Andheri. But of the 12 stations, only three stations are ready at present," an official said.

The MMRDA is also planning to extend the Metro route from Mankhurd to the proposed NaviMumbai airport. "A Metro line between the airport and Sewri will benefit people who travel to the island city," the official added.

The nodal agency has appointed Span Consultant to study the feasibility of the Ghatkopar-Mankhurd stretch. The report will be ready in four months.

Absolutely.. extending till mankhurd really makes sense. This will create a new hub and decongest the existing ones like Dadar or Kurla... plus tremendous relief for people around Mankhurd and Ghatkopar.. and if things go as planned...Mankhurd is also closer to chembur..where the monorail is being constructed....

Can anyone point out what is wrong with these statements :)

"More than 75% work on the Versova-Ghatkopar stretch is completed..."

" But of the 12 stations, only three stations are ready at present"

Absolutely.. extending till mankhurd really makes sense. This will create a new hub and decongest the existing ones like Dadar or Kurla... plus tremendous relief for people around Mankhurd and Ghatkopar.. and if things go as planned...Mankhurd is also closer to chembur..where the monorail is being constructed....

Can anyone point out what is wrong with these statements :)

"More than 75% work on the Versova-Ghatkopar stretch is completed..."

" But of the 12 stations, only three stations are ready at present"

They should extend the Monorail from Chembur Station till Ghatkopar that will create two hubs, one at Mankhurd and other at Ghatkopar. Its will also get rid of slums on the Chembur- Mankhurd link once the Eastern Freeway crosses the Harbour line.

Western Mumbai is saturated with very little open space. Eastern part still has vast areas to be developed.

once metro is extended there, I cant imagine the hell at Amar Mahal junction and anik nagar junction.

for instance:
chembur-ghatkopar link road above harbour railway lines
EEH above chembur ghatkopar link road
SCLR above EEH
versova-ghatkopar metro extensn above SCLR
versova ghatkopar metro above chembur-wadala monorail
Eastern freeway above chembur-wadala monorail
versova-mankhurd metro above Eastern freeway
charkop bandra mankhurd metro above eastern freeway

and all these above a huge sea of slums called Mumbai

http://http://img703.imageshack.us/img7

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http://img703.imageshack.us/img703/1231/photo0142y.jpg

http://img525.imageshack.us/img525/3602/photo0141e.jpg

http://img813.imageshack.us/img813/2183/photo0140h.jpg

http://www.flickr.com/photos/57821243@N08/534

@rohanfunjabi : Could you please repost the images correctly as the links are wrong. They have an extra http:// in front of 'em. Thank you..

http://www.flickr.com/photos/57821243@N08/5346363420

Rohan, please see this link: How to upload and post Images (http://www.skyscrapercity.com/showthread.php?t=600498)

http://img813.imageshack.us/img813/2183/photo0140h.jpg

http://img59.imageshack.us/img59/1

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rohan you are getting the links wrong.

Just use either the direct link in imageshack between IMG tags.

Or use the embedded option for forums (not alt forums) in imageshack.

:)

photo copyright deepakpano

http://img130.imageshack.us/img130/570/mumbaimetrodeepakpano.jpg (http://img130.imageshack.us/i/mumbaimetrodeepakpano.jpg/)

what was MMRDA thinking? oh man!! see the congestion :nuts: why the hell they have opted for elevated? :bash:

This congestion is only for the construction period. After completion, road will return to normalcy. Today's pain is tomorrow's gain :D

The congestion in this pic is nothing compared to pics near Andheri

Anuj,

The Amar Mahal junction does look like a potential jumble of different transportation corridors - road and rail. The Ghatkopar-Mankhurd line will probably need to go partially underground, at least at that location. And some of the road connections would need to be offset - they cannot all meet at the Amar Mahal / Chheda Nagar flyover as currently planned!

Slums will automatically have to move out either due to market economics. right now they are slums precisely because they are inaccesible. Once these areas are well connected, demand for housing in these areas will increase...

The congestion in this pic is nothing compared to pics near Andheri

My comment is still valid, isn't it ?

Obviously it is valid. Metro is a boon for the Indian cities with burgeoning pop. The difficulty, diversions, demolitions are only for future benefit and to make commuting easy.

My comment is still valid, isn't it ?

abhi bhai still it is very very narrow

Before starting construction they should have atleast gone for atleast road widening (by demolition) if not underground metro line

abhi bhai still it is very very narrow

What do you want to convey? I think I haven't got your point then.

Before starting construction they should have atleast gone for atleast road widening (by demolition) if not underground metro line

and you think andheri-ghatkopar road wasnt widened?????

it was widened to 10 lanes from meagre 2 lanes.

some 70 odd slums gone
around 150 or so roughtly shops gone
part of gurudwara at JB nagar gone
a 4 storey commercial building at chakala gone
part of lawn at holy family church gone
compound wall and several metres inside for buildings in and near kondivita area bordering this road gone.

^^ Which is the area for the pic in question? If it is Andheri-Ghatkopar Road then it doesnt look wide enough

The most critical portion of the Versova-Andheri Ghatkopar Metro rail — a bridge across the suburban railway line at Andheri— has finally received a go ahead from the railway authorities. The work on the 183-metre bridge will commence within a fortnight, the Mumbai Metropolitan Region Development Authority officials said.

The 11.4-km corridor was expected to be commissioned by December 2010 end, but several hurdles delayed the completion work. “We have got the final go ahead from the railway authorities on the work over the railway portion, which was the most critical one. It’s great news for the progress of the corridor,” said Ashwini Bhide, Joint Metropolitan Commissioner, MMRDA.

The corridor is now likely to be completed by October as the steel bridge construction would take eight months. The work on the bridge would be done during the night for two hours when train services are shut. “The corridor will be completed by October; the bridge will take around seven to eight months. The time slots were fixed before, and only the final go ahead was awaited. The work will be carried out during the night for two hours. We are told that the fabrication of the bridge is progressing rapidly in Kolkata,” Bhide added. The bridge is being built by bridge specialists M/s BBJ, Kolkata, a PSU under the Ministry of Heavy Industries. Meanwhile, the challenges before the constructors are huge. The hydraulic piling rig that is much faster compared to the manual one cannot be brought onto the tracks thus increasing the period required for piling.

Any idea about the charkop - dahisar line.

The most critical portion of the Versova-Andheri Ghatkopar Metro rail — a bridge across the suburban railway line at Andheri— has finally received a go ahead from the railway authorities. The work on the 183-metre bridge will commence within a fortnight, the Mumbai Metropolitan Region Development Authority officials said.

The 11.4-km corridor was expected to be commissioned by December 2010 end, but several hurdles delayed the completion work. “We have got the final go ahead from the railway authorities on the work over the railway portion, which was the most critical one. It’s great news for the progress of the corridor,” said Ashwini Bhide, Joint Metropolitan Commissioner, MMRDA.

The corridor is now likely to be completed by October as the steel bridge construction would take eight months. The work on the bridge would be done during the night for two hours when train services are shut. “The corridor will be completed by October; the bridge will take around seven to eight months. The time slots were fixed before, and only the final go ahead was awaited. The work will be carried out during the night for two hours. We are told that the fabrication of the bridge is progressing rapidly in Kolkata,” Bhide added. The bridge is being built by bridge specialists M/s BBJ, Kolkata, a PSU under the Ministry of Heavy Industries. Meanwhile, the challenges before the constructors are huge. The hydraulic piling rig that is much faster compared to the manual one cannot be brought onto the tracks thus increasing the period required for piling.

gr8 news :cheers:

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Added the right tags
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Of course its valid. I am from Andheri and the only time i see it free of people and traffic is during sundays and on bandhs...

Before starting construction they should have atleast gone for atleast road widening (by demolition) if not underground metro line

Underground toh is out of the question in andheri since its topographically, its a low lying area and MMRDA wont spend that much to invest in technology to build underrground metro in low lying areas.... But yeah.. road widening has been a by MMRDA.. I suspect that they widened the road only big enough to enable construction of metro and a two lane road. they didnt think much about the distance between buildings, bottlenecks at so many places etc. I personally am aware of atleast one shop who is suspected to have bribed their way to avoid road widening in front of their shop. and the funny part is, their shop wasnt even in the way, its just the open space in front of their shop....

^^ Which is the area for the pic in question? If it is Andheri-Ghatkopar Road then it doesnt look wide enough
No its not. Andheri Ghatkopar road is on eastern side of Andheri. This is probably west side

Underground toh is out of the question in andheri since its topographically, its a low lying area and MMRDA wont spend that much to invest in technology to build underrground metro in low lying areas.... But yeah.. road widening has been a by MMRDA.. I suspect that they widened the road only big enough to enable construction of metro and a two lane road. they didnt think much about the distance between buildings, bottlenecks at so many places etc. I personally am aware of atleast one shop who is suspected to have bribed their way to avoid road widening in front of their shop. and the funny part is, their shop wasnt even in the way, its just the open space in front of their shop....
No its not. Andheri Ghatkopar road is on eastern side of Andheri. This is probably west side
Thanks :cheers:

No its not. Andheri Ghatkopar road is on eastern side of Andheri. This is probably west side

Its Andheri East, MV Road (Andheri Ghatkopar Link Road).

see post #4113 of rohanfunjabi. for noting how wide AKLR=andheri kurla link road is. earlier this was just wider than the yellow barricades put there, can u notice the difference in concrete color? the older concrete being more dark there, and yes, a double line indicating end of paved segment there? that was the earlier width of AKLR. that was in 2005, 4 lanes. now its 8-10 lanes everywhere atleast till sakinaka.

The toughest segment in the metro line between Versova and Ghatkopar can finally be constructed, as Mumbai Metropolitan Region Development Authority (MMRDA) and Mumbai Metro One Private Limited (MMOPL) - the consortium making the metro line - have signed an indemnity bond as asked by Western Railway.


The construction of this segment involved laying a massive bridge - 183 metres in length - several metres above Andheri station. Of this, 90 metres will be inside the station area.

Confirming the development, KP Maheshwari, director MMOPL, said that the indemnity bond had been signed last week and decks have been cleared for MMOPL and WR to sign a memorandum of agreement on building the bridge.

According to senior railway officials, the issue of signing an indemnity bond had become a prestige one since at some levels, it showed that WR did not have much confidence in the engineering abilities of the metro-makers who would be erecting and placing the bridge.A senior WR official said that the bond was thought off after media reports on the delay of the Versova-Andheri-Ghatkopar metro line were pinning the blame of the stubbornness of WR in giving the requisite permissions.

According to railway officials, while indemnity bonds are not routinely used, they have become a part and parcel of tough and important jobs like the metro bridge after the Signal and Telecommunication department of the Railways started pressuring the railway ministry.

“In several constructions by contractors on railway land, signalling cables tended to get damaged and this was the reason the Signal and Telecom department insisted on an indemnity bond.

As regards metro work, the bond was insisted upon because the scope of work is huge and there will be times in the day when work will be carried out even as jam-packed trains ply on the tracks below,” said a railway official.

While the signing of the bond has cleared one big hurdle, the other one is the period of the rail block that would be required for the bridge to be placed on its pillars.MMOPL had requested WR to allow a four-hour block for 57 days so that girders could be put up on the metro tracks to connect Andheri west and east.

“One of the conditions on which railway blocks operate is that the first and the last locals should not be cancelled.

This causes problems for people since the first and last trains of the day are heavily patronised,” said a railway official.

WR Chief PRO Sharat Chandrayan said, “MMOPL is in process of submitting some of the drawings of the bridge. Once these are verified, we will finalise the block to be given.”

The first Metro rail corridor may be on track, but fresh spots of bother have cropped up for the proposed second route. The Mumbai Metropolitan Region Development Authority (MMRDA), in charge of procuring requisite clearances from various agencies for the Charkop-Bandra-Mankhurd rail corridor, is yet to get the Central Railway’s clearance for a portion of the corridor that is slated to come up over the Kurla railway line.

“The CR has some reservations regarding the alignment. They have told us that they have some proposals and we have informed them that we can accommodate their proposal and get back,” said G R Madan, Director, Mass Rapid Transit System, MMRDA.

“There is nothing to panic. We will take the discussion to higher officials of the Railways,” he said, adding that the clearances would be obtained.

The Versova-Andheri-Ghatkopar corridor had also faced difficulties getting clearances for a stretch over suburban line at Andheri. The nod was given only recently after considerable delay. As per the current alignment, the stretch of the corridor crossing Kurla will be 200 metres and pass over 14 tracks. To expedite clearances, the MMRDA has set up a single window for the second Metro corridor. The development authority is yet to get clearances for Metro depots at Charkop and Mankhurd bevause of CRZ issues. According to MMRDA’s estimates, the construction of the Rs 11,500-crore corridor would take another three months to start. Reliance Infrastructure Ltd-led consortium is constructing the corridor which is expected to be operational by 2014.

The Mumbai Metropolitan Region Development Authority (MMRDA) has cleared another road block in its ambitious Metro Rail project. The authority has provided 103 tenements at Nahur to the civic authority for the residents of dilapidated Sarvodaya Quarters in Ghatkopar.

Sarvodaya Quarters is a 40-year old multi-storeyed building located on Golibar Road, about 500 meters from Ghatkopar station, being managed by the Sarvodaya Trust. It is located at about 15 meters from the site of Versova-Andheri-Ghatkopar (VAG) Corridor of the Metro line. The building, with 103 residents, was declared as a dilapidated structure by the civic authorities.

SVR Srinivas, Additional Metropolitan Commissioner, MMRDA said, “The building is about 15 meters from the actual ground of construction of Metro. However, the building was dilapidated and it was posing serious safety issues. To avert any eventuality, we handed over tenements to MCGM. The works on VAG corridor would get momentum as this issue has resolved.” The civic authority had declared Sarvodaya building as dilapidated in 2002 issuing notices to the trustees in June 2009 to pull down the building.

Nice updates rohan. But try to post the link of the news article also along with the content for future reference and to know which website posted it :cheers:

Caption : The stretch where the bridge will come up. It will be 183 metres long, of which 90 metres will be inside Andheri station area, and will be several metres above the station


http://img42.imageshack.us/img42/8500/getimage16.jpg

Mumbai Mirror 13-01-2011
http://epaper.timesofindia.com/Repository/ml.asp?Ref=TU1JUi8yMDExLzAxLzEzI0FyMDA0MDA%3D

arey itna sarnata kyu hai bhai koi kuch toh post karo

http://epaper.hindustantimes.com/PUBLICATIONS/HT/HM/2011/01/15/Article//005/15_01_2011_005_004.jpg

:ohno:

now it seems march 2012 as realistic

tarikh pe tarikh, tarikh pe tarikh.....bas aur kuch nahi..... :(

7EwH444882c

nice ichi.... :lol:

7EwH444882c

show this to our mr tareekh..ratnakar sahab..maybe it will have some effect on him

btw off topic

but lol you gotta love those whip like noises when sunny says "tareekh"

bollywood was awesome!!! hahaha

and lol at the delayed applause.


if we had Ratnakars email address we would send him this video with caption.

Why Mumbai metro chose overhead wire & standard gauge? Third rail is much aesthetic, and BG is faster than SG, both like Kolkata metro.

^^ BG isn't necessarily faster esp. in a dense city like Mumbai where tighter curves on the route are expected. Besides SG rolling stock will be less expensive because it is a standard used internationally. In fact even Delhi metro switched from BG to SG for its newest lines.

OK, tight curves is a good point. Kolkata trams uses standard guage.

you do bring up a good point with overhead wires though. is there a reason they chose that?

you do bring up a good point with overhead wires though. is there a reason they chose that?

The metro will run on 25 KV AC voltage. hence the catenary. I don't remember any transit system which uses 3rd rail for AC.

Also how does the 3rd rail fair in monsoon floods? Granted that the metro is elevated and waterlogging will not be an issue here. But I guess the authorites have chosen the catenary bcoz some sections will be constructed at grade or underground.

The 20-minute film, highlighting the necessity of the two projects and the comforts on offer, is scheduled to be telecast on Doordarshan’s Sahyadri Channel on January 19 and 27, 2011 at 10.00 p.m. and at 7.30 a.m. respectively.

The Mumbai Metropolitan Region Development Authority (MMRDA) has documented the construction and progress of the Metro Rail and Mono Rail Projects to put its magnitude into perspective. The 20-minute film, highlighting the necessity of the two projects and the comforts on offer, is scheduled to be telecast on Doordarshan’s Sahyadri Channel on January 19 and 27, 2011 at 10.00 p.m. and at 7.30 a.m. respectively.



“This film will make Mumbaikars aware of the enormity of the two projects which is imperative at this stage”, said Mr.Dilip Kawathkar, Joint Project Director (PR). “The documentation will also afford a lot of confidence to Mumbaikars who are patiently waiting for completion of the projects. After all, these two Rails are expected to make their travel much easier very soon. I am sure, they will cooperate with us even more willingly after watching the film”, said Mr.Kawathkar further.



The film highlights the need for rail based transport for the city, what with the never ending growth and influx of people to the city and its metropolitan region, and the fact that 15-20 deaths are reported daily on tracks due to congestion. While the Metro Rail is set to offer East-West connectivity and comfortable travel to Mumbaikars; the Mono Rail is committed to reduce the travel time of Mumbaikars from Eastern suburbs besides saving all important time and fuel.



The Adesh Creative produced 22-minute film is conceptualized by Kamlesh Changedia and the same is written and directed by Swai Patankar

Work on Metro bridge to start next month

Chittaranjan Tembhekar TNN Mumbai 18-01-2011.

Mumbai: The citys first Metro line (Versova-Andheri-Ghatkopar ) has received a much needed push with the railways approving the design of a crucial bridge over the suburban railway tracks near Andheri station (between East and West ends).The Mumbai Metro One Pvt Ltd and the Mumbai Metropolitan Region Development Authority (MMRDA) will commence the construction of the bridge in the first week of February.

Railways have approved the design of the bridge,which will be a steel structure.They have also allotted us two hours late in the night for the construction.We hope to finish the work within seven to eight months, MMRDA spokesman Dilip Kawathkar said.The bridge has been a stumbling block for the corridor for almost a year as railways had raised objections over its height and structural specifications.

The metro will run on 25 KV AC voltage. hence the catenary. I don't remember any transit system which uses 3rd rail for AC.

Also how does the 3rd rail fair in monsoon floods? Granted that the metro is elevated and waterlogging will not be an issue here. But I guess the authorites have chosen the catenary bcoz some sections will be constructed at grade or underground.

Thank you for clearing confusion.

Before 2012, we can’t ride on Mumbai Metro. But if the world destroys, how it will be possible? Remind the film 2012.

LOL

Thank you for clearing confusion.

Before 2012, we can’t ride on Mumbai Metro. But if the world destroys, how it will be possible? Remind the film 2012.

nope nothing goin to happen... my friend told me that... Rajinikanth just bought laptop with 3 years warranty... :lol: :lo:

Source (http://timesofindia.indiatimes.com/city/mumbai/Wrap-up-monorail-Metro-by-2011-CM/articleshow/7314769.cms)
"Finish first monorail and metro rail projects by this year" --- came a stern message from state's higher ups for the metropolitan officials who tried to put forth new proposals for building new projects. The Mumbai Metropolitan Region Development Authority (MMRDA), which is developing metro and monorail routes in the city, had to eat a humble pie from none other than Chief Minister Prithviraj Chavan at the budget meeting on Tuesday.

The Chief Minister, who is also the Chairman of the MMRDA, asked the state and MMRDA bosses to give priority to the ongoing projects and complete metro and monorail works by this year end when the officials read out their proposals for the new financial year and their overall budget.

He also reportedly asked MMRDA officials to submit a plan to him as to how they would generate Rs 25000 cr resources to develop BKC like destination in Kalyan-Bhiwandi region. MMRDA had proposed at the meeting acquisition of land from around 78 villages in Kalyan-Bhiwandi region to develop a new BKC-like growth centre.

Chavan's comments came up at the MMRDA's all important budget meeting held at Mantralaya on Tuesday and has left bureaucrats and planners in MMRDA, who dreamt bigger than what they could achieve, with the crest-fallen faces. Furthermore Chief Minister also asked MMRDA to complete its solid waste management project in Taloja at the earliest and help state officials plan such projects for the entire state.

However though overall MMRDA budget proposed expenses of around Rs 5570 crore during the fiscal year 2011-12 which is around Rs 700 crore less than the last year's budget of Rs 6300 crore. Interestingly MMRDA's revised budget of the last fiscal year stands at Rs 3855.76 crore as the actual expenses have been very less with several projects running behind schedule.

When asked about Chief Minister reprimanding MMRDA about unfinished projects, senior MMRDA official said almost all MMRDA projects were on schedule and will be over by this year end. A official said while a few flyovers will be in place within a few months from now, metro and monorail construction would be over by December this year.

Meanwhile, the MMMRDA has proposed to extend its road project of east-west connectivity in the metropolitan region beyond Mumbai city. The authority's budget also promises to take up the desalination plant to convert sea water into drinking water to meet the shortage of water during natural calamities like drought.

According to MMRDA sources the MUIP will help connect different major roads with shorter routes. The western express highway and eastern express highway will be connected with a shorter route and later be connected with Karnala near on Mumbai-Goa and Mumbai-Pune highways. According to officials this will reduce the distance between these highways by about 30 to 40 kms. Similarly new routes will be carved out between Nallasopara and Nirmal to connect western express highway with coastal areas and a 90 km route connecting Ulhasnagar, Ambernath, Karjat and Kalyan thus helping people go to kalian from Pune highway without coming in Navi Mumbai and using Kalyan Shil Phata road.

The Mumbai Metropolitan Region Development Authority (MMRDA) has decided to seek funds from the Japanese International Cooperation Agency (JICA) for the partial underground Metro Rail corridor between Colaba and Bandra. The MMRDA has forwarded the proposal to the centre for approval. The Centre had earlier rejected MMRDA’s proposal seeking viability gap fund (VGF) as the sum was too large.

“We have decided to go with JICA for funding Line 3 from Colaba to Bandra. The project cost is Rs 12,000 crore, and majority of it would be funded by JICA. We have forwarded the proposal to the Centre and will go to New Delhi to discuss the modalities,” said Additional Metropolitan Commissioner S V R Srinivas.

The 20-km corridor will now be implemented on Delhi Airport Express Line model, in which the civil construction will be done by MMRDA while the rolling stock, signalling etc would be handled by a private player picked through a bidding process. The VGF for the corridor is estimated to be around Rs 9,000 crore. The MMRDA was also in talks with the World Bank for the VGF of the Metro corridors, but officials pointed out that JICA’s loan would be cheaper.

MMRDA does acknowledge that the model has its shortcomings, mainly coordination issues between civil contractors and the private players. However, Srinivas is not very concerned. “I do agree with the view that there could be coordination issues, but DMRC has done it well. All this can be handled in the tender conditions,” Srinivas said. MMRDA also plans to extend the corridor to airport, via the Bandra-Kurla Complex.

hey guyzzzzzz post some new pics na anyone who stays in andheri

The metro will run on 25 KV AC voltage. hence the catenary. I don't remember any transit system which uses 3rd rail for AC.

Also how does the 3rd rail fair in monsoon floods? Granted that the metro is elevated and waterlogging will not be an issue here. But I guess the authorites have chosen the catenary bcoz some sections will be constructed at grade or underground.

There are no sections underground. choice of catenary is surely coz of 25kV AC but 25kV itself is not coz of elevated tracks or waterlogging. it is the operational need of a heavy metro and the location of substations (which is an issue in the heavily crowded corridor). 25kV allows longer sections with one substation.

There are no sections underground. choice of catenary is surely coz of 25kV AC but 25kV itself is not coz of elevated tracks or waterlogging. it is the operational need of a heavy metro and the location of substations (which is an issue in the heavily crowded corridor). 25kV allows longer sections with one substation.

Very true. less no. of substations is primarily the reason and I believe they may be thinking of sharing power with the IR grid (the suburban section will soon turn to AC). But i think the experience of the railways with the mumbai monsoon also played on their minds :ohno::ohno::ohno::ohno:

The Mumbai Metropolitan Region Development Authority (MMRDA) has decided to seek funds from the Japanese International Cooperation Agency (JICA) for the partial underground Metro Rail corridor between Colaba and Bandra. The MMRDA has forwarded the proposal to the centre for approval. The Centre had earlier rejected MMRDA’s proposal seeking viability gap fund (VGF) as the sum was too large.

“We have decided to go with JICA for funding Line 3 from Colaba to Bandra. The project cost is Rs 12,000 crore, and majority of it would be funded by JICA. We have forwarded the proposal to the Centre and will go to New Delhi to discuss the modalities,” said Additional Metropolitan Commissioner S V R Srinivas.

The 20-km corridor will now be implemented on Delhi Airport Express Line model, in which the civil construction will be done by MMRDA while the rolling stock, signalling etc would be handled by a private player picked through a bidding process. The VGF for the corridor is estimated to be around Rs 9,000 crore. The MMRDA was also in talks with the World Bank for the VGF of the Metro corridors, but officials pointed out that JICA’s loan would be cheaper.

MMRDA does acknowledge that the model has its shortcomings, mainly coordination issues between civil contractors and the private players. However, Srinivas is not very concerned. “I do agree with the view that there could be coordination issues, but DMRC has done it well. All this can be handled in the tender conditions,” Srinivas said. MMRDA also plans to extend the corridor to airport, via the Bandra-Kurla Complex.

If the total cost of this line till Bandra is 12k crore then it is fully underground!

Can some Mbkar throw some light on the actual significance and importance of the V-G route of the first phase..Bcoz i heard that most of the Mbai traffic and commuters travel in N-S direction rather than E-W....

Will it really make a huge difference right away or still its a long way from easing the rush on other public transport????:nuts:

What this is doing is easing the amount of pressure on making connections. Currently the only real interchange station is at Dadar. So now one can go west to east without all the extra distance.

In addition, businesses and residents alike are beginning to move further north particularly into western suburbs due to high prices of the island city. So this is basically planning for the future, as Andheri fast becomes among the most populated neighborhoods of the city.

In fact, I heard somewhere that Andheri East alone holds over 23 lakh people. Can anyone confirm this?

Can some Mbkar throw some light on the actual significance and importance of the V-G route of the first phase..Bcoz i heard that most of the Mbai traffic and commuters travel in N-S direction rather than E-W....

Will it really make a huge difference right away or still its a long way from easing the rush on other public transport????:nuts:

Practically creating an east-west connectivity. Mumbai currently do not have a lot of connectivity between the eastern and western suburbs. This is the first step towards connecting the east-west connectivity.

The Mumbai Metropolitan Region Development Authority has given its nod to a Metro line on the Mumbai Trans Harbour Link.

The original plan in the 1970s was for a railway line, and even last year the Central Railways had stressed on a rail link at a meeting with the state government and stakeholders such as the MMRDA, CIDCO and Maharashtra State Road Development Corporation. The MMRDA, however, wanted a Metro link. The development authority also managed to gain control as the nodal agency responsible for executing the project which was under the purview of MSRDC before.

“We are going ahead with Metro on MTHL and will connect it with the Navi Mumbai airport,” said Additional Metropolitan Commissioner SVR Srinivas. A senior CR official pointed out that connecting Mumbai with the hinterland is important as it would improve the suburban network. At present, a long detour has to be taken through Navi Mumbai to reach UranThe railways feel that the state government does not see the stress on rail infrastructure that keeps growing without proper planning of infrastructure. The state feels through Metro it can reduce the dependency over the railways,” said a senior railway official. The MMRDA is looking for the “crucial” connectivity and taking the Metro over MTHL would allow connecting the line to the proposed Navi Mumbai Metro line.

CIDCO officials associated with the Metro project in Navi Mumbai said the agency is open to both options. “If a rail link is constructed on MTHL then there is an existing rail line. If a Metro link comes on MTHL then it can be connected with Navi Mumbai Metro on the proposed Ranjanpada-Sewood-Kharkopar corridor. This corridor can be further connected with the other corridors including the airport,” said a CIDCO official.

Practically creating an east-west connectivity. Mumbai currently do not have a lot of connectivity between the eastern and western suburbs. This is the first step towards connecting the east-west connectivity.
Some idiot, living in Mumbai told me the metro was useless, we have so many locals, and someone from andheri east told me something similar.
I told them, try living in Andheri and travelling to Chembur for work everyday, you will understand.

If the total cost of this line till Bandra is 12k crore then it is fully underground!

wahi toh harampanti hain MMRDA ki!!! even with Rs600 / km it is not fully underground :bash:

Soil testin and barricades have once again started to appear in BKC for line 2

Can some Mbkar throw some light on the actual significance and importance of the V-G route of the first phase..Bcoz i heard that most of the Mbai traffic and commuters travel in N-S direction rather than E-W....

Will it really make a huge difference right away or still its a long way from easing the rush on other public transport????:nuts:

In fact it is too late. Andheri (and western suburbs in general) is denser than any other part of the city. Though I dont have proof, you can check out various statistics of BMC - H West (Bandra W) and K West (Andheri W) wards will top most of the statistics (some good , some bad).

Once the line is operational, it will change the traffic patterns in the suburbs significantly. Andheri E, WEH, Malad and Powai will attract more offices due to better connectivity, thereby reducing the stress on island city.

The Mumbai Metropolitan Region Development Authority has given its nod to a Metro line on the Mumbai Trans Harbour Link.



Who the hell is the MMRDA to give a nod to anything. They're not even the executing agency at this moment IIRC.:bash:

Who the hell is the MMRDA to give a nod to anything. They're not even the executing agency at this moment IIRC.:bash:

MMRDA is headed by congress(CM himself) MSRDC is headed by NCP. congress wants to grab all the eyeballs in the upcoming elections without the help of NCP and anyways if there is anybody who can Execute MTHL it has to be MMRDA

In fact it is too late. Andheri (and western suburbs in general) is denser than any other part of the city. Though I dont have proof, you can check out various statistics of BMC - H West (Bandra W) and K West (Andheri W) wards will top most of the statistics (some good , some bad).

Once the line is operational, it will change the traffic patterns in the suburbs significantly. Andheri E, WEH, Malad and Powai will attract more offices due to better connectivity, thereby reducing the stress on island city.

andheri needs its own monorail in both east and west, conecting powai, amboli, jogeshwari and some the metro stations.

Very true. less no. of substations is primarily the reason and I believe they may be thinking of sharing power with the IR grid (the suburban section will soon turn to AC). But i think the experience of the railways with the mumbai monsoon also played on their minds :ohno::ohno::ohno::ohno:

rains could have played in minds in general but if theres is proper drainage, insulation and condutor covers on elevated tracks, 3rd rail works totally fine in rainfall too.

MMRDA is headed by congress(CM himself) MSRDC is headed by NCP. congress wants to grab all the eyeballs in the upcoming elections without the help of NCP and anyways if there is anybody who can Execute MTHL it has to be MMRDA

Thanks CG. I am aware of that :) But the CM needs to come forward and clarify the issue not some idiot in the MMRDA, who as I mentioned at the moment is not even confirmed as the executing agency.

I'm tired of a) this turf war between the MSRDC and MMRDA. and b) MMRDA blathering about anything and everything. All they have to show for the last 5-7 years is 1 incomplete metro line and 3-4 flyovers (I'm not going to count the skywalks).

Some idiot, living in Mumbai told me the metro was useless, we have so many locals, and someone from andheri east told me something similar.
I told them, try living in Andheri and travelling to Chembur for work everyday, you will understand.

I used to live in Andheri(W) and passed through Chembur for work. Used to work at the Tata Power Plant. If not for the company bus, the ride would be horrifying.

“We are going ahead with Metro on MTHL and will connect it with the Navi Mumbai airport,” said Additional Metropolitan Commissioner SVR Srinivas.

Going ahead on news paper ? pehele line ka too thikana nahi, chale samunder me metro banane. Mr Srinivas -First complete Phase one(not line one) then talk about MTHL. New paper papers will have to stop printing bullshit interviews from MMRDA people.

The Mumbai Metropolitan Region Development Authority has given its nod to a Metro line on the Mumbai Trans Harbour Link.


It may be gas .. But if this is for real, then it is good for the city and suburbs. If IR (WR + CR + KR) had to,
1. The could have thought about the so-called elevated corridor over WR long back. Were they waiting for Metro One to come by, so that they could get sadist pleasure of de-railing the latter? IR could have given Metro bridge at Andheri a go ahead. I always feel IR (WR) is afraid of revenue going the other way.
2. Mumbaikars are paying from their pocket for the DC to AC conversion, from what I understand. Wherez the revenue generated by the city for all these years?
3. They could have expanded the railway network within the city for these years? If they had will, they would have planned Ghodbunder road connectivity and finished it by now.
4. They could have co-ordinated and followed up with various agencies to clear up the slums on railway tracks to imporve services.

There are many things that have been denied by WR and CR to the city till now. Now its time that these guys are shown way out. IR trying to get on the MHTL is only to secure revenue resources so that they can show fatter revenue generation in Feb end railway budget and are worried about the same going to some different agency.

I had read / heard that IR was trying to push for a change / abolish the local tramway act or something so that it could gain control on the newer modes transport such as metro, monorail, etc. Couldn't get the conclusion on that though ...

so how is this line going to work?

they have planned a line from Worli to Sweri in the metro plans.

so basically have one huge single line from worli sea face stop (metro Bandra-Colaba)-parel (maybe build a special walkway from Parel cr to Elphistone road on WR) - sweri (harbour line) - some other stop in between-NM airport-branching of Uran on one side and panvel on the other connecting to NM metro?? In total a 40-50km line?

Now such a line would be awesome, and really connect mumbai to the hinterlands. Cause you have interchanges on metro and suburban . Can potentially reach from Uran to colaba in about 1 hour to 1:15 depending on the number of stops. Opening up a hell of a lot of land for development for affordable housing with rates of about 2000-2500 per sqaure foot. The prices the Mumbai middle class and even people living in the chawls can afford.


Infact forget the road, just concentrate on the metro, nobody is gonna pay Rs200 one way on the road as the BWSL experience tells us.


Hell even connect it all the way to matheran(need to stop dreaming :ohno:)


Finally BB will be able to take a train to see his clients.

^^
aila... same dream...

Going ahead on news paper ? pehele line ka too thikana nahi, chale samunder me metro banane. Mr Srinivas -First complete Phase one(not line one) then talk about MTHL. New paper papers will have to stop printing bullshit interviews from MMRDA people.

Let them atleast start the first metro line. They should stop talking about all other metro lines and concentrate on getting the first line up and running as soon as possible.

Everybody in the MMRDA seems to have their own individual routing for these metro lines. With all these acronyms begining in M I am lost with MTHL. Can somebody please explain MTHL to me.

^^
aila... same dream...

you too had a dream of BB using the trains to reach his clients?





I think for Matheran thinking on it , I feel commuter rail might be more feasible travelling at 60-70km per hour rather than the metro which is too slow. If they can run that then who knows 20-30 years from now people will commute to mumbai from Bombay.

I strongly recommend that they also run a suburban line across the MTHL and create a big junction at Sweri. Extend the harbour line from Kurla to Kalyan and from Andheri to Borivali(already in the process)There is enough space at Sewri to create a mega junction.


One con against this dream is I was looking at the Nerul to Uran line.

Uran railway station to CST is about 62 km via nerul if CIDCO choose IR.
Now sure if they gone metro or IR.

If they add a fast track on the Harbour line the stations are spaced well apart for a fast line from Uran to CST to reach its destination in 1 hour.


In which case its a waste of resources to spend money on a metro or even build the trans harbour link.You could just build a sweri to worli seaface connection and people on the harbour etc can simple change.



the key is however how long IR take to finish this task. If they can potentially extend the harbour line to Borivali (and beyond) and build a fast line from Uran to CST and CST to Borivali on the harbour line in the next 10 years. Or thats about adding 200km of tracks by my calculation. That will give a frequency of 5 km on the fast track.

the result would be people being able to commute with ease to important parts of the city from well outside especially navi mumbai.

Kurla station- BKC and western burbs

Wadala station - parts of western burbs not covered by walking distance from metro

Sweri - worli seaface parel etc.

CST- change for Nariman Point colaba on the (Bandra colaba line)




commuter railway defacto is faster and cheaper than metro, while building and commuting. If possible keep it that way.





So i am personally for a commuter rail solution for this. But knowing IR who are poor at delivering on time. If MMDRA can deliver a solution in 3-4 years we should go for it.

commuter rail is cheaper only if building at grade and with current IR quality of construction. not sure its much cheaper if its elevated or u/g and actually 'world class'

of course the dabbas i.e. the rolling stock are cheaper. but one hopes one does not always get to see those dabbas on our tracks

commuter rail is cheaper only if building at grade and with current IR quality of construction. not sure its much cheaper if its elevated or u/g and actually 'world class'

of course the dabbas i.e. the rolling stock are cheaper. but one hopes one does not always get to see those dabbas on our tracks

those dabbas can be replaced as and when society on average can afford it on par with average income. the fact is commuter travelling distances in Mumbai are way higher than other cities due to geographical constraints. You start charging people to use a metro on the same rates of for eg Delhi metro and most wont use it. It will become a BWSL.


the entire point is this exercise to provide a cheap/fast and frequent way of transport into the city, so that people leave the congested suburbs of Mumbai and move to Navi Mumbai/Uran which have cheaper prices due to abundance of land.

Personally not interested with world class. Interested in cheap functional and reliable.

My only issue is the time frame in which IR can deliver this considering their past performance. If IR had a record of delivering on time (or within 1-2 years after deadline). In my opinion this was a no contest.


This should target middle class and lower middle class families to ideally buy 400-1000 sqaure foot flats at 2500-3000 square feet. A price at which they can afford a mortgage.

true. suburban rail makes more sense for longer distances. but in this case a large factor is connectivity to the new airport. you are not going to attract the airline passenger if you run the IR dabbas on the route. its imperative that a metro is built and to integrate it with major stations on the metro/suburban network in the island city

if CR was really interested in expanding the network in new bombay, etc it would have done so many years ago

true. suburban rail makes more sense for longer distances. but in this case a large factor is connectivity to the new airport. you are not going to attract the airline passenger if you run the IR dabbas on the route. its imperative that a metro is built and to integrate it with major stations on the metro/suburban network in the island city

if CR was really interested in expanding the network in new bombay, etc it would have done so many years ago

is connecting the airport really that big an imperative?

Surely a better and more efficient way for connecting the airport might be to

(a) perfect the sion panvel express way

(b) build a second vashi bridge in parallel to the current one

(c) eastern freeway which will be complete


Just run a dedicated luxary bus route along these roads with 4-5 fixed stops ending at Colaba.Give the buses the right to run at about 80 to 100 km per hour. Which will be possible on these signal free routes.



CR did have a plan for expansion. Thats why you can see the Thane to Vashi and Thane to Panvel direct routes. Implementation on time is an issue. Plans on paper are there. Just apathy and lethargy.

so how is this line going to work?

they have planned a line from Worli to Sweri in the metro plans.

so basically have one huge single line from worli sea face stop (metro Bandra-Colaba)-parel (maybe build a special walkway from Parel cr to Elphistone road on WR) - sweri (harbour line) - some other stop in between-NM airport-branching of Uran on one side and panvel on the other connecting to NM metro?? In total a 40-50km line?

Now such a line would be awesome, and really connect mumbai to the hinterlands. Cause you have interchanges on metro and suburban . Can potentially reach from Uran to colaba in about 1 hour to 1:15 depending on the number of stops. Opening up a hell of a lot of land for development for affordable housing with rates of about 2000-2500 per sqaure foot. The prices the Mumbai middle class and even people living in the chawls can afford.


Infact forget the road, just concentrate on the metro, nobody is gonna pay Rs200 one way on the road as the BWSL experience tells us.


Hell even connect it all the way to matheran(need to stop dreaming :ohno:)


Finally BB will be able to take a train to see his clients.

:applause: no harm in making lines while day dreaming .. A very wishful thought.

It may be gas .. But if this is for real, then it is good for the city and suburbs. If IR (WR + CR + KR) had to,
1. The could have thought about the so-called elevated corridor over WR long back. Were they waiting for Metro One to come by, so that they could get sadist pleasure of de-railing the latter? IR could have given Metro bridge at Andheri a go ahead. I always feel IR (WR) is afraid of revenue going the other way.
2. Mumbaikars are paying from their pocket for the DC to AC conversion, from what I understand. Wherez the revenue generated by the city for all these years?
3. They could have expanded the railway network within the city for these years? If they had will, they would have planned Ghodbunder road connectivity and finished it by now.
4. They could have co-ordinated and followed up with various agencies to clear up the slums on railway tracks to imporve services.

There are many things that have been denied by WR and CR to the city till now. Now its time that these guys are shown way out. IR trying to get on the MHTL is only to secure revenue resources so that they can show fatter revenue generation in Feb end railway budget and are worried about the same going to some different agency.

I had read / heard that IR was trying to push for a change / abolish the local tramway act or something so that it could gain control on the newer modes transport such as metro, monorail, etc. Couldn't get the conclusion on that though ...

This is because Mumbai city is not the only responsibility of CR, ER and KR. They have a hinterland which they need to support within a limited budget. The need was to convert the suburban section into a independent zone or an authority who would get funds only for it's development. The news of converting the Mumbai suburban section into a separate zone is going around and hopefully it will materialize soon.

This is because Mumbai city is not the only responsibility of CR, ER and KR. They have a hinterland which they need to support within a limited budget. The need was to convert the suburban section into a independent zone or an authority who would get funds only for it's development. The news of converting the Mumbai suburban section into a separate zone is going around and hopefully it will materialize soon.

Exactly. That is the moot point. Still it has to be done with approval from the IR and central government. I remember that the separate body talk is going on since 1990-91 ... they have been dragging feet on that itself, the budget and rest of the factors come later. In fact for all these years they have been clubbing all the suburban networks into one category on the IR balance, essentially to show that cumulatively suburban networks do not make any profit. Precisely this was the issue that world bank also pointed out and suggested for separating Mumbai zone from rest so that the real losses(?!) and profits come out in the open. This is what IR has been ignoring.

Mamta has recently separated out Kolkata metro into separate body. I really wonder why such a haste to separate out Kolkata suburban when Mumbai has been pressing for this for such a long time! The news articles did mention that since Kolkata has happened, Mumbai should be next ... Everyone is watching ...

The Metro route from Mankhurd will now be extended by the Mumbai Metropolitan Region Development Authority (MMRDA) till Dahisar.Around eight to 10 new stations will be added on the extended routes with an additional cost of Rs 3,500 crore.As per the changes,the route planned from Versova to Ghatkopar will end at Mankhurd,while the one that was to terminate at Charkop will be extended till Dahisar.The extended line will benefit the commuters from Sewri to Navi Mumbai.

source

http://lite.epaper.timesofindia.com/mobile.aspx?article=yes&pageid=69&sectid=edid=&edlabel=TOIM&mydateHid=22-01-2011&pubname=Times+of+India+-+Mumbai&edname=&articleid=Ar06902&publabel=TOI

^^

Lolz. after some days they would extend it to bhayandar, nallasopara, saphale, boisar, vangaon, dahanu, silvasa on one side and vashi, panvel, roha, chiplun on other :D

why dont they realise these extensions are just building parallel lines to existing suburban networks?

And yes, for IR's lpan of triple decker MMR bridges (6+2(high speed) +2 (maglev)tracks- cst to kyn, ccg to vr) metro had to negotiate and keep height of bridge at adh low enough !

for me, i personally feel, extend metro to chembur and merge the stations of chembur (harbour), chembur (monorail) and chembur (metro). more than enough.

every other day....we here these kind news... :lol:

So they can extend the metro till Dahisar... using 3500.... Crores but refuse metro underground citing extra costs..... hmmm

Why Mumbai metro chose overhead wire & standard gauge? Third rail is much aesthetic, and BG is faster than SG, both like Kolkata metro.

Stop tolling again and again posting same shit in every thread even after you receive replies for your questions.

Replies to your trolling in Delhi metro thread:

The Delhi tram, which was closed in 1962, was served in Old Delhi area. I heard the route was from Kashmir Gate to Chandni Chowk via Jama Mosque. All were single coach trams, used trolley pole. The total route was single tracked.

Why Delhi metro chose overhead wire? Third rail is much aesthetic, like Kolkata metro.

Also, mixed gage is not practical. Line 1 to 3 is in BG, but 4 to 6 is SG. So a metro can’t go from Dilshad Garden to Mundka, or Jahangirpuri to Saritavihar. Broad gauge trains are faster than standard gauge. I suggest like Kolkata metro, and the first 3 lines, future lines of Delhi metro should be in broad gauge again to smooth through running without interchanging much.

Come on. Stop posting same tram thing again and again in every metro thread around the globe. Don't you get bored of it?

FYI, Delhi metro operates all lines independent of each other. Have you seen red line trains running on yellow line or blue line tracks ?

BTW line 4 is BG.

World's fastest train on wheels was Alstom TGV experimental train which ran at a top speed of 575 km/hr on standard gauge. You need faster train than this ?

BG is not faster than SG. All the HSRs in the world in Europe, Japan, Korea, Taiwan and China are all SG. Typical top speeds in metro systems in dense urban areas are of the order of 80kmph (with an inter-station distance of about 1km, anything more is meaningless in any case). The capacity of the BG coach in the Delhi Metro is not higher than that of typical SG coaches. In fact, the Rotem coaches supplied in the first phase of the Delhi Metro are identical in dimension to the SG coaches supplied for the Hong Kong Metro, except the chassis which was BG instead of SG. The costs for SG are lower than for BG.

The BG vs. SG decision was essentially a turf battle between Delhi Metro and Indian Railways (with Mamata as Railways minister) in which the latter won out. All future lines, except extensions of existing BG lines will be on SG. Delhi Metro is in this unfortunate position due to Mamata's stupidity and that of her top officials who had no experience with metros, and have had no role in the development of the metro subsequently either. Either the system will continue in perpetuity with two gauges (perfectly feasible since the lines are typically independent, and with good interchange facilities, there is no need to run trains that traverse multiple lines). Or eventually, all the BG lines will be converted to SG. My own bet is that the system will continue to have two gauges for the foreseeable future.


Replies to your trolling in Bangalore metro thread:

I READ THAT Bengaluru is a green & spacious city, and not clumsy. Due to much open space, turning curve will be not a problem. So why Bengaluru metro chose standard gauge? BG is faster than SG, like Kolkata metro.

REALLY. THE BENGALURU METRO WIL BE OPENED FOR PUBLIC FROM 24/1/11?


It is the World Standard. Across the world, most modern cities run SG metro trains.

We are getting technology from overseas, so SG is always better, and more adaptable.

Delhi Metro which had initially gone for BG under pressure, later adapted SG for some of their recent lines.

Theoretically BG can be faster than SG as the speed is a function of the gauge. But do the world's fastest trains run on BG??

And how fast you expect a metro train to run, with stops about a km apart? I understand Bangalore Metro can have top speeds of about 80kph.

The patch of road which hasnt seen any activity leading to Andheri station from WEH is finally closed for traffic
http://img143.imageshack.us/img143/5141/img0500ca.jpg (http://img143.imageshack.us/i/img0500ca.jpg/)
http://img408.imageshack.us/img408/3294/img0501oo.jpg (http://img408.imageshack.us/i/img0501oo.jpg/)

The "football" pole near WEH
http://img52.imageshack.us/img52/4462/img0502e.jpg (http://img52.imageshack.us/i/img0502e.jpg/)
They have attached steel structures on the completed pole on for the cables i guess
http://img521.imageshack.us/img521/4623/img0503ex.jpg (http://img521.imageshack.us/i/img0503ex.jpg/)

WEH station from below
http://img62.imageshack.us/img62/6895/img0504q.jpg (http://img62.imageshack.us/i/img0504q.jpg/)
http://img836.imageshack.us/img836/1381/img0505dc.jpg (http://img836.imageshack.us/i/img0505dc.jpg/)

near kohinoor hotel
http://img14.imageshack.us/img14/4898/img0506ju.jpg (http://img14.imageshack.us/i/img0506ju.jpg/)

http://img197.imageshack.us/img197/813/img0507pb.jpg (http://img197.imageshack.us/i/img0507pb.jpg/)

good pics CG


hmm its going to one hell of a slow ride if they gonna extend it to dahisar and add ten stops....


talk about long commuting time.


wise move to extend the line from ghatkopar to Mankhurd.

http://img525.imageshack.us/img525/6638/img0508ti.jpg (http://img525.imageshack.us/i/img0508ti.jpg/)

Substation near Marol depot
http://img109.imageshack.us/img109/3347/img0510ul.jpg (http://img109.imageshack.us/i/img0510ul.jpg/)

near sakinaka
http://img560.imageshack.us/img560/9144/img0511u.jpg (http://img560.imageshack.us/i/img0511u.jpg/)

Another complex struture, Asalpha station.The link road is I guess gonna go below the metro, they have made a new temporary asphalt road in the vicinity to construct the link road and the pillars over the current road.Expecting the current road to be closed down soon
http://img827.imageshack.us/img827/8738/img0512s.jpg (http://img827.imageshack.us/i/img0512s.jpg/)
http://img148.imageshack.us/img148/8279/img0513d.jpg (http://img148.imageshack.us/i/img0513d.jpg/)

Near asaipha village
http://img833.imageshack.us/img833/3208/img0514cg.jpg (http://img833.imageshack.us/i/img0514cg.jpg/)
Sakinaka junction
http://img197.imageshack.us/img197/1659/img0515iv.jpg (http://img197.imageshack.us/i/img0515iv.jpg/)
http://img651.imageshack.us/img651/1516/img0516t.jpg (http://img651.imageshack.us/i/img0516t.jpg/)

Excellent updates man. :applause:

Nice updates Coolguyz....humnn work looks little slow to me..good days ahead for mumbai....

cheers

great update.... cg

Nice updates CG :okay:

Coolguyz ....hum tumhaare bade aabhari hain !

gr8 pic CG .. Keep it coming :cheers:

There are no sections underground. choice of catenary is surely coz of 25kV AC but 25kV itself is not coz of elevated tracks or waterlogging. it is the operational need of a heavy metro and the location of substations (which is an issue in the heavily crowded corridor). 25kV allows longer sections with one substation.

There will be some underground line in future.

1) Bandra to Colaba.
2) Ghatkopar to Hutatma Chowk.
3) Sewri to Prabhadevi.
4) Sewri to Navi Mumbai.

There will be some underground line in future.

1) Bandra to Colaba.
2) Ghatkopar to Hutatma Chowk.
3) Sewri to Prabhadevi.
4) Sewri to Navi Mumbai.


thats through a bridge and not underground

unless you want to route it through chembur, which i doubt cause harbour line exists.

by my estimates

once Mumbai metro and phases are complete (phases 1 and 2 and 3) (total 150km)

85-90% of land area in Greater Mumbai will be 1km away from a metro or suburban station.

this excludes monorail which no doubt will cover even more ground.


Dare i say end feeder services like buses if that is the case?

once Mumbai metro and phases are complete (phases 1 and 2 and 3) (total 150km)

so around 2050 then?

nope I dont think.... but load will be less compare to whats now

I'd say we can finish realistically by 2025 with all 3 phases.

Great updates CG

There will be some underground line in future.

1) Bandra to Colaba.
2) Ghatkopar to Hutatma Chowk.
3) Sewri to Prabhadevi.
4) Sewri to Navi Mumbai.

I was taking about VAG line only.

http://epaper.hindustantimes.com/PUBLICATIONS/HT/HM/2011/01/25/Article//009/25_01_2011_009_003.jpg

600 crores/km for a half u/g line :ohno:

somebody is making a good retirement income out of this

HAPPY REPUBLIC DAY TO ALL:banana:

for cst airport-bandra-colaba; we need an HSR; desperately. doing airport-colaba in 25 mins. i.e. averaging 70 kmph; max speed around 120 kmph or so..... dont know whether itll be considered HSR.

i would personally recommend worli-dadar-sewri monorail; or somewhat nearer.

happy republice'~day indie'...!!!!

hey guyzzzzzz can ull tell that centre in sakinaka to tell the reliance team to post something in the mumbai metro site plssssssssssss

600 crores/km for a half u/g line :ohno:

somebody is making a good retirement income out of this

hmm maybe they are going to build big platforms on this route?


Like 10 coach platforms?


thats why the cost is more?




Not sure though. But i do hope they build 10 coach platforms(if its possible)

cause the bandra to colaba route will be one of the most heavily used routes in the city. Covers all the western coast sobo.

for cst airport-bandra-colaba; we need an HSR; desperately. doing airport-colaba in 25 mins. i.e. averaging 70 kmph; max speed around 120 kmph or so..... dont know whether itll be considered HSR.


120 kmph cannot be called HSR. HSRs are usually >200 kmph are heavy rail. you probably mean somethign like delhi airport express. there were plans to extend colaba-bandra line 3 to airport but dont know what happened to that. so it will be metro on this route.
how about a higher speed express parallel to bandra worli sea link if feasible?!!

i would personally recommend worli-dadar-sewri monorail; or somewhat nearer.
there is a possibility of making trans harbour rail link from sewri. there could be a worli-dadar-sewri monorail acting as a feeder to the longer trans harbour metro route between two airports. monorail is good within the city. also it would be better to have a proper metro if at all the sewri-dadar route has to extend trans harbour. everythin is a speculation!!

120 kmph cannot be called HSR. HSRs are usually >200 kmph are heavy rail. you probably mean somethign like delhi airport express. there were plans to extend colaba-bandra line 3 to airport but dont know what happened to that. so it will be metro on this route.
how about a higher speed express parallel to bandra worli sea link if feasible?!!


there is a possibility of making trans harbour rail link from sewri. there could be a worli-dadar-sewri monorail acting as a feeder to the longer trans harbour metro route between two airports. monorail is good within the city. also it would be better to have a proper metro if at all the sewri-dadar route has to extend trans harbour. everythin is a speculation!!

well not an expert


but maybe that can run it with limited stops along the existing metro route and this stations?


Like instead of the 20-22 proposed stops, may sure it stops at a few stations.

Airport-bkc-Dadar-Worli seaface (one stop)- Parel (one stop)- Mumbai central- Churchgate-CST-Colaba

I sure you can run this configuration at 60km per hour average speed for a 25 km route and 8 stops from airport to Colaba. Keep a frequency of 10 minutes...

so in total 35 minutes to cover more of the important business districts and suburban connection points to IR intercity services.

Will be cheaper to implement IMO and practical.


Can also double up as the fast business line connecting centres. Keep ticket prices at Rs50 per ride flat rate to keep everyday commuter away and provide those with luggage the space.

hmm maybe they are going to build big platforms on this route?


Like 10 coach platforms?

nope. same 4-6-8 config (i.e. starting with 4 expanding to 6 and 8)

nor should that increase costs dramatically

well not an expert


but maybe that can run it with limited stops along the existing metro route and this stations?


Like instead of the 20-22 proposed stops, may sure it stops at a few stations.

Airport-bkc-Dadar-Worli seaface (one stop)- Parel (one stop)- Mumbai central- Churchgate-CST-Colaba

I sure you can run this configuration at 60km per hour average speed for a 25 km route and 8 stops from airport to Colaba. Keep a frequency of 10 minutes...

so in total 35 minutes to cover more of the important business districts and suburban connection points to IR intercity services.

Will be cheaper to implement IMO and practical.


Can also double up as the fast business line connecting centres. Keep ticket prices at Rs50 per ride flat rate to keep everyday commuter away and provide those with luggage the space.

i was talking based on what is planned in reality. but actually really like ur idea and can be succesful if implemented correctly, connecting only important locations and attracting the niche market, which in fact is quite big in bombay and greater mumbai. slight amendment to your proposed stations:

Airport - BKC - Bandra - Prabhadevi - Worli - Mumbai Central - Kalbadevi - CST - Churchgate - Nariman Pt. - Colaba

The problem is there are too many important locations on this route. For a higher speed service stations should be further apart (like Delhi AE). They probably cant ignore:
- Bandra (it will be a majot interchnage plus its own significance);
- Dadar, Prabhadevi/Siddhivinayak, Worli stretch is important from business point of view
- M.Central to CST stretch has important points too like girgaum, bhuleshwar, kalbadevi (different names on the proposed route)
-Nariman point - just cant be ignored
- Plus Mr. B or U. Thackray will want a station at shivaji park in matunga!

so, it will end up being a metro. (also extend northwards to powai or even thane)

however, a higher speed connection should be planned to the airport. my thoughts:
- have slow and fast tracks along line 3 (no likely unless demands increase after it is operational)
- along BWSL (unlikely, first BWSL itself should complete to Nariman point)
- an entirely new route (u/g or elevated) via sewri. this would mean the line can bifurcate at sewri with branch to navi mumbai airport. this would ultimately mean an 'ulta Y' shaped lines CSIA-Sewri-NMIA, CSIA-Sewri-CST, CST-Sewri-NMIA.

Cant imagine sewri becoming a hub though!

Andheri West updates
Seven bunglows junction
http://img291.imageshack.us/img291/9510/img0545ap.jpg (http://img291.imageshack.us/i/img0545ap.jpg/)

The station design on west side is a bit different comapared to east side, they kind of tapering upwards, more like monorail ones, smaller too, understanbly due to narrow space
http://img171.imageshack.us/img171/1023/img0547o.jpg (http://img171.imageshack.us/i/img0547o.jpg/)

http://img715.imageshack.us/img715/7840/img0548u.jpg (http://img715.imageshack.us/i/img0548u.jpg/)

http://img233.imageshack.us/img233/3873/img0549ce.jpg (http://img233.imageshack.us/i/img0549ce.jpg/)

Depot.Parking space for the coaches, the road outside is all dug up for the integration
http://img51.imageshack.us/img51/9169/img0550oc.jpg (http://img51.imageshack.us/i/img0550oc.jpg/)

http://img407.imageshack.us/img407/7407/img0552b.jpg (http://img407.imageshack.us/i/img0552b.jpg/)

Past link road junction and work is complete all the way till bhavan's college junction, stations are left

http://img197.imageshack.us/img197/1943/img0555j.jpg (http://img197.imageshack.us/i/img0555j.jpg/)

http://img140.imageshack.us/img140/9346/img0556su.jpg (http://img140.imageshack.us/i/img0556su.jpg/)

http://img718.imageshack.us/img718/1433/img0557eq.jpg (http://img718.imageshack.us/i/img0557eq.jpg/)

In front of Andheri sports complex
http://img96.imageshack.us/img96/66/img0558lm.jpg (http://img96.imageshack.us/i/img0558lm.jpg/)

http://img130.imageshack.us/img130/8105/img0559b.jpg (http://img130.imageshack.us/i/img0559b.jpg/)

http://img408.imageshack.us/img408/9099/img0561vt.jpg (http://img408.imageshack.us/i/img0561vt.jpg/)

http://img18.imageshack.us/img18/3523/img0562kk.jpg (http://img18.imageshack.us/i/img0562kk.jpg/)

Airport - BKC - Bandra - Prabhadevi - Worli - Mumbai Central - Kalbadevi - CST - Churchgate - Nariman Pt. - Colaba

thats 10 (not counting origin station) stops and probably still 25 km from airport to colaba. Personally would drop Churchgate station as I feel its walking distance (a 15min walk) from most places in nariman point.

Most of the business or airport crowd will probably get down at one of these stations and then catch a taxi from there to the exact hotel where they are going to. Ie we need to drop them in a 1-2 km vicinity of their final destination.


I am sure you can run a 50km per hour average speed train on this similar to existing fast lines on the suburban which have similar density.

You can further cut time by running a service every 5min instead of 10min
taking the average commute time to about 35.So i can see even all demands incorporated.

All i know is fast trains on CR (which i have travelled on extensively) travel at 50km per hour average speed and stop at major stations about 30 to 45seconds.and the main factor is that they use technology decades old.

I am sure new types of trains exist which specialise in stopping and restarting and picking speed early to increase average speed.



In your example for eg considering more stops are added more people will use the service.

We can then even afford to keep the one way trip at Rs30 from Rs50.


Thats the kind of pricing which will attract the upper middle class and single travellers with light luggage.


Its probably cheaper than a taxi for the airport crowd so most people who dont have people from western sobo picking them up will use this.Apart from that businessman within the city can commute with ease and comfort


and Rs30 one way is high enough for everyday travellers not to use the service , so it wont be as cramped as a regular metro.


The problem with delhi is that it only caters for business travellers and does not cover too much of the important parts of the city.

Mumbai due to the position of the airport and financial districts can afford to run this as a dual purpose airport pick up and a connector of business districts which the cities merchants and highly paid service class can use.


The volume of passengers itself will make the line profitable IMO. Considering metro trains on average run at max speeds of 80km per hour I think we dont need to break the bank for a special type of train.

Just redeign the interiors of the existing train to add more space for baggage. :cheers:


Such a line may also tempt many snobs and well off to leave their cars and travel on the line as it does have an air of exclusivity to it.

Past bhavan's college junction upto S V road pillars are up, bit taller, pile caps are shorter, they are putting segments like in the pics first and I guess will put those wider segments above it. Had read somewhere about this type of arrangement for metro, will have to find it.

http://img526.imageshack.us/img526/314/img0560lc.jpg (http://img526.imageshack.us/i/img0560lc.jpg/)

excellent pics CG


would you say most of the work which would have obstructed traffic is over?

excellent pics CG


would you say most of the work which would have obstructed traffic is over?

Well, not totally, but since pillars are all up, walking has becoming easy,no need to be wary of steels rods coming out of pillars anymore plus they are restoring the medians wherever work is over, so that somewat gives more room for vehicular traffic

great update ..... :)

Well, not totally, but since pillars are all up, walking has becoming easy,no need to be wary of steels rods coming out of pillars anymore plus they are restoring the medians wherever work is over, so that somewat gives more room for vehicular traffic

good to know.

thanks for the updates

excellent pics CG :cheers:

Excellent pictures. So it does look like the MM progress is going good, and after tonnes of deadlines being missed, the Jan 2012 seems feasible.

They should do what they do with Bangalore metro. Come out with a monthly newsletter saying specifically how much progress had been done specifically. Between piles, caps, piers, viaducts. And using specific numbers.

Transparency is key..

thats 10 (not counting origin station) stops and probably still 25 km from airport to colaba. Personally would drop Churchgate station as I feel its walking distance (a 15min walk) from most places in nariman point.


Churchgate is a crucial station since it would be an interchange station with the WR line. Also, it would be useful to route the line so that there is an interchange with the monorail line at perhaps Jacob circle (Mahalaxmi). The more there are convenient interchanges between the various mass transit lines, the more useful the entire network becomes.

BTW, my guess is that this is not a final plan for the station locations. I would guess that there would be a station about every 1-1.5 kms on this line, and these stations are merely indicative of the route plan.

Churchgate is a crucial station since it would be an interchange station with the WR line. Also, it would be useful to route the line so that there is an interchange with the monorail line at perhaps Jacob circle (Mahalaxmi). The more there are convenient interchanges between the various mass transit lines, the more useful the entire network becomes.

BTW, my guess is that this is not a final plan for the station locations. I would guess that there would be a station about every 1-1.5 kms on this line, and these stations are merely indicative of the route plan.

hmm from what i know rather than churchgate all trains stop at Mumbai Central railway station on the western side.Especially the Mumbai delhi rajdhani starts from Mumbai Central. Services to metros and cities in the south start at CST mostly and most do stop at Dadar.

You already have interchanges with IR services at Bandra Dadar Mumbai Central and CST.

Mumbai central too connects it to WR as does Dadar for any connections to eastern and western suburbs. CST connects it to the harbour line. IMO too many interchanges with IR services at the cost of speed.I would rather include Cuffe Parade rather than churchgate



As you said they have not decided the route and i am sure that they will change the plan soon. I doubt they will terminate is simply at Bandra and


I have heard (only heard mind you) plans to extend the line from Bandra to Powai lake (or nearby) via BKC (interconnection with metro line 2 ) Airport- interconnection with the Ghatkopar Versova line- Santacruz electronics processing area- Powai lake.

hmm from what i know rather than churchgate all trains stop at Mumbai Central railway station on the western side.Especially the Mumbai delhi rajdhani starts from Mumbai Central. Services to metros and cities in the south start at CST mostly and most do stop at Dadar.





Long distance trains do not run between beyond Mumbai Central on the Western line. Only local trains run between Mumbai Central and Churchgate on the slow and fast tracks.

Since ADAG has been barred from raising capital till 2012 by SEBI, it would be hard for them to raise capital for Mumbai Metro and Sea link.

Since ADAG has been barred from raising capital till 2012 by SEBI, it would be hard for them to raise capital for Mumbai Metro and Sea link.

:doh:

they were barred from trading... not raising capital

^^ and not all companies of ADAG,, few selected companies barred

Ichi,

You are right, Mumbai Central is an interchange with WR. And my proposal to also have one at Mahalaxmi will mean one more interchange (though the purpose for the proposal is to interchange with the monorail line). But my view is that for interchanges is - the more the merrier. Delhi Metro is discovering this now - Mumbai can avoid the situation from the outset.

^^ If you have slow and fast tracks, slow can interchange at Mahalaxmi, while fast (aka Airport Express style) goes straight from Colaba-CST-Mumbai Central-Bandra-BKC-Airport and maybe further extension like fast track on line one (connection at airport) then to Ghatkopar and north toward Thane.

Ichi,

You are right, Mumbai Central is an interchange with WR. And my proposal to also have one at Mahalaxmi will mean one more interchange (though the purpose for the proposal is to interchange with the monorail line). But my view is that for interchanges is - the more the merrier. Delhi Metro is discovering this now - Mumbai can avoid the situation from the outset.

I take on board what you are saying.

But too many stations would mean slowing the pace down of the train. time too is of the essence.

Thats why i suggested a fast route (10 stations) and a slow route (25 stations) similar to current suburban services.


Though after thinking issues with that might be, you will need to hire a TC for every carriage to check if people have the tickets for the fast journey.



@bharatiya

I dont think is that good an idea to extend the line from airport to thane.

Thane to Hutatma chowk (flora fountain) has plenty of interchanges

@Sridhar:
Agree that more interchanges is beneficial, and also not just between similar modes of transport but also different modes such as mono-metro, suburban-metro, mono-suburban, IR-metro, etc. and also between rail and road modes such as at major bus stops.

@MeMumbaikar:
Earlier I was also tempted to drop churchgate out and have a station somewhere near Oval Maidan or nearer Nariman Point. But I think we should not drop churchgate. Churchgate is strategically very important even if no IR services terminate there. a connection between CCG and CST has always been required. (I remember mamata banerjee floating some crazy ideasof linking CST-CCG direct by suburban rail or a people mover). I know its good to walk and lot of people do between CCG-CST thru Azad maidan etc. but a lot many people also walk (or take taxis) from CCG to coloba or elsewhere. an interchnage at CCG will have effects on Dadar too.

I also thought cuffe parade should have a station thinking that it is roughly halfway between CCG and Colaba and that Nariman point is walkable from Churchgate. But Nariman point is strategiclaly more important than Cuffe Parade. There are many times more people going there from elsewhere in the city than cuffe pd. and colaba. if they locate nariman point station right at the southern end of Oval Maidan it could also serve a wider catchment area - Maker Chambers, Mantralay, Apollo Bunder, Gateway of India, Prince of Wales Museum, etc.

having said all that, i do agree that a fast conenction to airport is required and so the slow+fast route seems like a good idea with 10 stations on fast. now i also agree that extending line 3 to Thane may not be as beneficial but extending to Powai and possible to one of the central suburbs could be good (like Kanjur Marg station).

A difference between Mumbai Metro and Bangalore Metro which I have observed is the sweeping curves which the beams of the viaducts make in Bangalore Metro are much smoother when compared to Mumbai Metro. A few examples would be the pics CoolGuyz posted in post # 4214

Mumbai HSR- completely u/g proposed by me-

Line 1- Powai to Hutatma chowk (23 km)
Stops: Powai, International airport, domestic airport, Bandra (outside BDTS), Dadar (below kabutarkhana), gadge baba chowk (7 rasta-interchange with monorail)- Hutatma chowk (its equidistant from CCG and CSTM).

Line 2- branch line from gadge baba chowk to Nhave via Sewri and MTHL.

What about the western suburbs? I feel lots of the patrons would be coming from there.

@buddy


yeah what you say is true about churchgate


and we agree i think on 95%.


I think the normal Bandra to Colaba route in the preliminary route and drawings has both churchgate and CST arre connected via metro.Person can get down at CST and take the next normal metro to churchgate. Thats true for any stop

Like say I wanted to goto Parel from Mulund. So i caught a fast train to Dadar and then a slow train to Parel from Dadar. Saved me about 10min.

Similarly catch the metro express of fast train to the nearest fast stop and catch a normal metro from there.


Having said that i am sure that there are minor technicalities. I think one stop hear and there wont make that much of a difference.


I think we all agree that the idea of running trains stopping at specific stops along a metro route seems like a wiser and cost efficient idea than a seperate high speed rail




@bharatiya

western brubs and eastern burbs IMO are close enough to airport. I think sobo to airport is the real issue.

western burbs especially sahar elevated road +WEH should be enough. On the eastern side maybe you can connect EEH to the airport rather than taking LBS marg.

They could achieve higher speeds at relatively low cost by building bypass tracks and additional platforms at stations. The separate platform would also solve the access control issue, obviating the need for TCs to check if somebody has paid the higher price for higher speeds.

They could achieve higher speeds at relatively low cost by building bypass tracks and additional platforms at stations. The separate platform would also solve the access control issue, obviating the need for TCs to check if somebody has paid the higher price for higher speeds.

you mean, in modern terms (if we dont want TCs), separate automatic fare collection gates for separate platforms for slow and fast . cant think of any other metro system like that but not a big deal, can be done if implemented correctly.

regarding costs, it seems cheaper but the only place we might be saving is common stations. the major chunk would be building additional tunnels/viaducts for 2 more tracks just like building another line. so the fast line need not be exactly parallel to the slow line (is this what u also mean sridhar and Mumbaikar?), unless the 'higher' speed metro is to replace the normal Line 3 (which is unlikely given the plans are ready for Line 3)

stations/Interchange locations for fast corridor could be for example:

Airport (Line 3)
Bandra (Line 2, WR, HL, IR)
Prabhadevi (Line 3)
Mumbai Central (Line 3, WR, IR)
CST (Line 3, CR, HL, IR)
Nariman Point (Line 3)
(no need for colaba i guess)

the fast line can bifurcate at Bandra for Navi Mumbai with stations at:
Wadala (HL, Mono-1)
Sewri (HL, Monorail to Prabhadevi)
NMIA
Panvel (HL, KR, IR)

you mean, in modern terms (if we dont want TCs), separate automatic fare collection gates for separate platforms for slow and fast . cant think of any other metro system like that but not a big deal, can be done if implemented correctly.

its not really different from different gates for different lines at an interchange station. actually its exactly the same

buddy,

You have not understood my proposal. There would be only two tracks through the entire length, except at stations that would have additional bypass tracks. There are examples like this elsewhere in the world. For instance, there is an existing line (Blue Line) to Chicago's O'Hare airport, but there is a proposal to introduce Airport express trains using bypass tracks. With modern signaling systems, it can achieve pretty high speeds for the airport trains, while providing a regular metro service also along the route (the express trains would use the bypass tracks to overtake a regular train at the exact time that the latter is at that station). This works pretty well as long as the express trains are at a lower frequency than the regular trains (the Chicago Blue Line has a rush hour headway of 3 mins for the regular trains, with a proposed 20 mins frequency for the express trains - a perfectly acceptable frequency for an airport line).

To clarify, (almost) every station would have a pair of bypass tracks, and there would be additional platform(s) in all the stations where the airport express would stop.

That is a vastly lower priced alternative to building a new line.

As to access control, as BB has said, there would be access gates separately for the platforms for the regular metro line and that for the Airport Express, instead of common gates for all lines. Again, this will not be a unique situation. For instance, the Paris Metro and RER share station concourses at some places, with separate access gates and separate platforms. In principle, this would be no different.

buddy,

You have not understood my proposal. There would be only two tracks through the entire length, except at stations that would have additional bypass tracks. There are examples like this elsewhere in the world. For instance, there is an existing line (Blue Line) to Chicago's O'Hare airport, but there is a proposal to introduce Airport express trains using bypass tracks. With modern signaling systems, it can achieve pretty high speeds for the airport trains, while providing a regular metro service also along the route (the express trains would use the bypass tracks at stations to overtake a regular train at the exact time that the latter is at that station). This works pretty well as long as the express trains are at a lower frequency than the regular trains (the Chicago Blue Line has a headway of 3 mins for the regular trains, with a proposed 20 mins frequency for the express trains - a perfectly acceptable frequency for an airport line).

To clarify, (almost) every station would have a pair of bypass tracks, and there would be additional platform(s) in all the stations where the airport express would stop.

That is a vastly lower priced alternative to building a new line.

As to access control, as BB has said, there would be access gates separately for the platforms for the regular metro line and that for the Airport Express, instead of common gates for all lines. Again, this is fairly common. For instance, the Paris Metro and RER share station concourses at some places, with separate access gates and separate platforms. In principle, this would be no different.


+1


I hope MMDRA is reading this. Would solve many issues at a budget price and be practical of being an airport and business line connecting the major CBD's of Mumbai.


Looking at the Bandra-colaba line, I feel they can afford to lose a few stations as they seem to be too closely placed and the area in general is already well served by suburban.They should drop a few stations in sobo proper and extend this line to Powai lake via airport with interchanges on the Ghatkopar Versova line.

As things stand the people living between Ghatkopar and Versova are probably going to take the metro to reach the suburban stations of Andheri and Ghatkopar. This will add extra pressure on the suburban lines in terms of capacity.

Ie its acting as a feeder service to the suburban than an actual line carrying capacity.

If we can get an interchange (without the bypass just a normal metro) with the extension of Bandra and Colaba preferably something connecting with the middle of the 11.4 route, the people will use that station than going on the suburban.

Then that can potentially extend the one from Powai lake into the eastern burbs all the way to Ghodbunder road in Thane making it about a 50 km line.

and scrap the Thane-Ghatkopar-Hutatma chowk line.That like makes no sense if it runs parallel to the suburban.




They also need to build a big ass bandra metro station. Cause many of the suburban and Dahisar-Charkhop-Bandra-Mankhurd line will change at Bandra to take the Bandra-colaba section......

I like the idea Ichi. I've infact felt that the Colaba-Bandra-Airport line should be extended to Kanjurmarg (as has been previously suggested by the MMRDA (?). You then temporarily obviate the immediate need for the Hutatma chowk-Mulund/Thane line. In such a scenario the MMRDA suggestion for a line along the EEH makes more sense (in addition to being easier to construct).

Sridhar, I'm curious as to what your views are on the 600 crore/km cost of the Bandra-Colaba line.

http://img201.imageshack.us/img201/8940/48236418.jpg


So gentleman this should be the route of Mumbai metro IMO and should take about 15 years to achieve. I calculated about 180km and 6 lines.

Dont think anything else can be added to it and along with suburban should be complete enough to serve the needs of Mumbai and nearly every mumbaikar will live within 1 km of a metro or suburban station.

Red line Colaba to Ghodbunder road Thane about 50km and hopefully 30 stops with a higher concentration of stops in sobo. Average speed 40km per hour. so end to end takes 1 hour 15min.

Green Line Prabhadevi Parel Sweri some stop inbetween NM airport another stop and Panvel. Interchange with Parel for the rapid line to the airport. No need for express on this line as huge distances without a station. (ie when crossing the sea and metro trains can do upto 80km per hour top speed) So route will be 25minutes to Parel and about 15 minutes to CSIA. So both airports connected in 40 min train ride. NM metro connects via Panvel.

Dark blue line is the airport/buisness line as we discussed in parallel to the Bandra Colaba line.

Light Blue Bandra to Mira road via Andheri (25km) this line along with the orange line would mean the entire western burbs live within walking distance of a metro. Considering 8mill live in western burbs. I say brilliant.

Orange- Dahisar-Bandra-BKC- Mankahurd. change at BKC for mumbai airport and connection with NM metro.

Black line existing Versova to Ghatkopar with 3 interchanges.

Lines axed Thane-Ghatkopar-hutatma chowk. Seems redundant with the suburban serving large sections and ending at cst. People can always catch whatever they want with interchanges at ghatkopar (black) Kurla (orange) Dadar (dark blue and red ) and CST (red). all these are stops on fast suburban services.

Special Note: I feel in the next decade BKC is going to add about 100-200 million worth of commercial real estate. Which means jobs are created there. I think this route model keeps that in mind.

btw i have placed extra emphasis on the western burbs cause 8 million people live there.(2 lines)

the eastern side is populated by only 3-4 million and should be more than served by 1 metro line and suburban.

I like the idea Ichi. I've infact felt that the Colaba-Bandra-Airport line should be extended to Kanjurmarg (as has been previously suggested by the MMRDA (?). You then temporarily obviate the immediate need for the Hutatma chowk-Mulund/Thane line. In such a scenario the MMRDA suggestion for a line along the EEH makes more sense (in addition to being easier to construct).

Sridhar, I'm curious as to what your views are on the 600 crore/km cost of the Bandra-Colaba line.

the suburban stations serve the EEH dwellers. CR main branch already runs along the EEH. It needs to be on the way other side from the EEH nearer to the sanjay gandhi national park side.(red line in my pic)

Also like to point out that once that suburban harbour line one can easily add a fast line till kurla till the rest of the Ir network. No need to get into SOBO. People can interchange with CR at kurla or use the mankhurd line to get to the western burbs.

Ichi,

Nice effort. A couple of comments.

1. Think about some more east west links (and links in directions other than north south). There are three in this plan - Mumbai needs more.

2. Navi Mumbai's network is not part of the plan, but needs to be. Other than the airport, Panvel axis, there are many other axes in Navi Mumbai where much of future growth would occur.

3. What about a better connection between CSIA and NMIA? They will continue to co-exist for several decades and convenient non-stop connections (perhaps even using sharing existing lines mostly) will greatly enhance the utility of both airports.

4. The plan is focused a lot on the needs of commuters on the island city, whereas much of the growth is happening outside it. There is a need to think of the entire MMR and beyond as one supermegapolis (a la Tokyo). With proper connections, one can conceive of three major axes that would radiate out of the island - towards Surat, Nashik and Pune, with urbanization along the entire route in each case. It is already underway, except for some of the ghat sections.

5. How about connections to CSIA from other places, i.e. not South Mumbai? Even the Andheri-Ghatkopar line is not directly connected to the airport.

Sridhar, I'm curious as to what your views are on the 600 crore/km cost of the Bandra-Colaba line.

Seems very high. I don't know the details though, so cannot say for sure why this is the quoted cost.

@Mumbaikar and Sridhar:
sorry didnt get your points before. now it all makes sense! bypass options is really good. only point - it could reach capacity in few years time and hence the need to have another pair of tracks. but as a cost-effective solution, i agree with ur points.

@Mumbaikar:
even I felt that Thane-Hutatma Chowk line is redundant as it runs along the existing lines. but i also feel an additional line is needed to decongest existing ones. after all, its not just adding lines to those areas where there are none but to also to provide additional capacity along existing and more heavily used corridors. it is for the same reason elevated western corridor was floated on top of existing WR. however, when asked to give preference over western suburbs, i totally agree, Thane-Hutatma chk line should not be the priority. and yes, fast harbour line till Kurla can provide that additional capacity for half of the corridor at least.

@sridhar:
i also feel navi mumbai should get lot more focus than given at present. i also have a map with all routes. just added my proposed route to NMIA in light green. Extension of Line 1 from Ghatkopar to Mankhurd is already proposed now, why not extend it further into NM direct to Belapur and Airport. It could go to CSIA by a spur line (as was proposed earlier for Line 1 but now from opposite side). Line 2 could be extended similarly if not Line 1.

have a look:

http://maps.google.co.uk/maps/ms?hl=en&ie=UTF8&msa=0&msid=211444837472517142528.0004805997458b10ec1d6&z=10

Ichi,

Nice effort. A couple of comments.

thankyou. It was a spur of the moment thing. Excuse the poorly drawn lines. :)

1. Think about some more east west links (and links in directions other than north south). There are three in this plan - Mumbai needs more.

personally cant think of many. Only ones they come to mind are links along

(a) Jogeshwari to Mulund via aarey colony. Via the link road or parallel to it.(they had planned a monorail along this route????)

(b) Borivali to Thane via Ghobunder and Mira Road Bhayandar.(again monorail planned???)

If they are really adventurous they can extend the Jogeshwai to Mulund link right into Khoperkharine along the Vikroli-Khoperkhairne bridge(to be built). Which technically should be way easier to construct than trans harbour link and should provide a link to the up and coming areas as you mentioned later on.


2. Navi Mumbai's network is not part of the plan, but needs to be. Other than the airport, Panvel axis, there are many other axes in Navi Mumbai where much of future growth would occur.

hmm that is indeed true. NM Metro I am not sure what lines they have released or what. you are 100% right when you say they need to coridnate it. NM metro is bit of a blur in my head. All i know is they plan to connect it to Mankhurd so that NM people can commuter with ease to BKC which are are promoting as the future of mumbai.

3. What about a better connection between CSIA and NMIA? They will continue to co-exist for several decades and convenient non-stop connections (perhaps even using sharing existing lines mostly) will greatly enhance the utility of both airports.


hmm non stop connections would be along the Vashi bridge. I think that route is currently already crowded with regards to the harbour line and will face further issues as they are planning to put a fast line along the harbour line. Also doubt the commercial success of such as line. I dont think that travelling with one change to the airport on an express line in my model is a bad compromise.

I think we should get NM up and running and see how many interchanges there are between the airports. If its a sizable number than it makes sense to build a link. That i would think depend on how the airlines are spread in terms of international and national traffic.

With so many new airports coming up in India. What i personally find happening is airlines like Emirates and Luftansa seem keen to fly the passengers out to Dubai or (some place in Germany?) and then move them to their destination. Airports like Pune Jaipur are such examples. Not long before the likes of Surat follow suit. As a jist i would wait to see how this pans out. We already have issues with the BWSL and demand. So might be wise to see how NM airport comes along.


4. The plan is focused a lot on the needs of commuters on the island city, whereas much of the growth is happening outside it. There is a need to think of the entire MMR and beyond as one supermegapolis (a la Tokyo). With proper connections, one can conceive of three major axes that would radiate out of the island - towards Surat, Nashik and Pune, with urbanization along the entire route in each case. It is already underway, except for some of the ghat sections.

Mumbai due to its geography cannot afford to have a metro travelling for large distances. For that we need to expand the faster moving commuter rail network which unfortunatly is under IR. Otherwise you will be faced with nearly 2 hour commute.Kalyan for eg is a rapidly growing part of the MMR. It would be too slow to travel from Kalyan to CST for eg on a metro.

So IMO Mumbai needs fast moving commuter trains (suburban line) to get people into the city and have interchanges lines up at the place where these suburban trains stop.

(which they have done to be fair on the CR side with Kurla in line 2 and Ghatkopar in line 1. Stations all the way the Badlapur and Karjat are connected in a quick way)

I am currently in London and the metro covers the city proper and the suburban commuter rail does the rest for places which are further away in the metropolitan area. I personally think keeping time into account places like Vasai and dahanu road need the fast pace of travel which metro travelling t 35km per hour on average cannot provide. They need 50-60km per hour atleast.The master plan needs to cover the island with metro and use commuter rail to connect the mainland in a quick way.


another important factor to consider is cost. The distance for eg between BKC and Kalyan is about 40km. If they build a metro all the way to Kalyan and even use Delhi metro guage for pricing, thats gonna be Rs40 atleast one way Rs80 return. Probably cut it down to Rs60 maybe on a season pass daily return.

Now say they dont build a metro. the person can catch a train from Kalyan to Kurla for Rs8 on the suburban and then simply hop a few Km to his destination in BKC. This will probably cost him Rs20 return on a season pass. This would be quicker and cost effective.

I personally feel simply building into new areas is fine. But nobody is gonna commute from there at such high prices. so for me building a metro to the outer areas is a strict no no. Might be fine for nearby travel. But not for every commute into the city.

Unless they subsidise it, which I doubt MMDRA has the will. Under the PPP model thats highly unlikely.


Uran to Mumbai CST for eg is planned along the harbour line to cover 63km in 1 hour via Vashi. Thats the Ir grand plan anyways. I dont know how or when they will do it.

5. How about connections to CSIA from other places, i.e. not South Mumbai? Even the Andheri-Ghatkopar line is not directly connected to the airport.

In my current map the red line stations have direct metro access. Others have to make interchanges on the BKC station or red line.Personally speaking unless you travel light (one small bag) it will be a nightmare to travel on the metro with a baggage considering the density of commuters.

So i think that we should keep an express metro line only to the business districts (BKC Worli/Parel and Nariman Point Fort Balllard estate) areas.