Line 3 (Mumbai Metro)

Mumbai Metro (Line 3)
Legend
Cuffe Parade Vidhan Bhavan Churchgate (Connects to Western Line) Hutatma Chowk Chhatrapati Shivaji Terminus (Connects to Central and Harbour lines) Kalbadevi Girgaon Grant Road (Connects to Western Line) Mumbai Central (Connects to Western Line) Mahalaxmi (Connects to Western Line and Mumbai Monorail) Mumbai Suburban Railway (Western Line) Nehru Science Centre Acharya Atrey Chowk Worli Siddhivinayak Temple Dadar (Connects to Central and Western lines) Shitladevi Dharavi Mumbai Suburban Railway (Western Line) Mithi River Bandra-Kurla Complex (Connects to Mumbai Metro Line 2) Vidyanagari Santacruz CSIA T1 Sahar Road (GVK Sky City) CSIA T2 Marol Naka (Connects to Mumbai Metro Line 1) MIDC SEEPZ Aarey Milk Colony Aarey Depot

Line 3 of the Mumbai Metro, also referred to as the Colaba–Bandra-SEEPZ line, is a part of the metro system for the city of Mumbai, India of which construction has been initiated.^[3] When completed, the 33.5-km long line will be the first underground metro line in Mumbai.^[4] The metro line will connect Cuffe Parade business district in the extreme south of the city to SEEPZ in the north-central^[5] with 26 underground and one at-grade station.^[6] The track width is standard gauge. The cost of this corridor is estimated at ₹23,136 crore (US$3.4 billion).^[7][8] Line 3 is expected to reduce road congestion, besides reducing the load on the Western Line between Bandra and Churchgate.^[9]

The project is being implemented by the Mumbai Metro Rail Corporation Limited (MMRCL). The line starts at Cuffe Parade, will run through Nariman Point, Churchgate, CST, Girgam, Worli, Mahim, Kalina University, Dadar, Bandra, Bandra-Kurla Complex,Santacruz East and past the domestic and international terminals of Mumbai Airport, through Andheri MIDC and terminates at SEEPZ.^[9][10]

History

A 20 km metro line from Colaba to Bandra was announced in January 2004, as part of a master plan unveiled by the Mumbai Metropolitan Region Development Authority (MMRDA). The plan encompassed a total of 146 kilometres (91 mi) of track, of which 32 kilometres (20 mi) was proposed to be underground. The MMRDA unveiled plans for an extended Colaba-Bandra-SEEPZ metro line in 2011. According to its earlier plans, a 20-km metro line from Colaba to Bandra was to be constructed, running underground for 10 kilometres (6.2 mi) from Colaba to Mahalaxmi, and then on an elevated track from Mahalaxmi to Bandra. The MMRDA decided to extend the line to the Chatrapati Shivaji International Airport. The 33.5-kilometre (20.8 mi) Colaba-Bandra-SEEPZ line was estimated to cost ₹21,000 crore (US$3.1 billion),^[11] and will be the city's first fully underground metro line. It will have 27 stations^[12] at Nariman Point, BKC, MIDC, SEEPZ, and elsewhere.^[13] According to the MMRDA, an underground metro will minimise land acquisition and disturbance to traffic during construction compared to an elevated metro.^[14]

The Mumbai Metro Rail Corporation Ltd (MMRC), registered under provisions of Company Act, 1956, was constituted as a fully owned company of the MMRDA on 30 April 2008, as per state government directives.^[15]

On 27 February 2012, the Central Government gave in-principle approval to the plan for Line 3. The project will be financed by the Japanese International Cooperation Agency (JICA), the state government, the central government, and other sources.^[16] In April 2012, the MMRDA announced plans to grant the MMRC increased management autonomy, in an effort to enhance the project's operational efficiency.^[17]

In early 2012, the MMRDA conducted talks with officials at Chhatrapati Shivaji International Airport (CSIA) to finance or construct the line's three stations at the airport and GVK SkyCity, a proposed nearby commercial development.^[11][18] Mumbai International Airport Limited (MIAL) agreed to bear the cost of constructing the three stations, which is expected to total ₹777 crore. According to MIAL's CEO, R.K. Jain, MIAL is willing to contribute to the metro's construction because of the potential increase in passenger convenience.^[19] MIAL estimated the cost of developing the metro lines in the airport as ₹518 crore.^[18]

In August 2012, the Urban Development Ministry rejected the Planning Commission's proposal to implement Line 3 in a public-private partnership (PPP) mode, having found the mode unsatisfactory for the Delhi Airport Metro Express. The ministry instead proposed a funding pattern with a ratio of 20:80 between the Centre and the State. Of the State equity, 45% was proposed to be through a loan from the Japan International Cooperation Agency (JICA).^[20] On 30 May 2013, following a meeting between the prime ministers of India and Japan in Tokyo, the Japanese state agreed to lend ¥71 billion (₹4,553 crore) in a soft loan at an interest rate of 1.44% for the construction of Line 3.^[21][22] The Union Cabinet granted clearance to Line 3 on 27 June 2013.^[23][24] The Cabinet also decide to convert Mumbai Metro Rail Corporation (MMRC), the existing state-level special purpose vehicle formed to implement metro projects, into a joint venture company of the state and central governments with equity participation.^[25]

JICA will provide financial assistance in the form of a soft loan amounting to ₹13,235 crore (US$2.0 billion) for the ₹23,136 crore (US$3.4 billion) project.^[4][26] JICA will fund 57.2% of the equity.^[10] The other finance will come from the central and state equity of 10.4% each, sub-debt by the central government (4.4%), sub-debt by the state (7%), property development and impact fee (4.3%), stakeholder contribution from the Mumbai International Airport Ltd. (3.4%) and MMRDA grant/aside funding (2.9%).^[27]

The MMRC's board consists of five members each from state and central governments.^[9] The MMRDA presented their metro line plan to the Brihanmumbai Municipal Corporation on 13 February 2014.^[28] Underground utilities will have to be shifted to construct the line, as it is completely underground.^[29]

The MMRC called for pre-qualification bids in September 2013.^[30] Bidders for the work on tunnels and stations were to submit their bids by 30 October 2013.^[31][32] On 31 January 2014, the bid document was modified and the annual turnover requirement was reduced to "average annual construction turnover of not less than USD 175 million defined as billing for civil infrastructure work completed or in progress over the last five years ending on March 2013". Sanjay Sethi, managing director of MMRC, stated, "The annual turnover requirement must have been set with the idea of attracting specific companies to the project. However, the Japan International Cooperation Agency (JICA) felt that consortia or joint ventures are a combination of management contractors and construction contractors. In all Metro projects, the annual turnover is the starting point for bidding based on which we should not restrict applications. The issue was also raised by several potential bidders."^[5][33] The last date for the submission of pre-qualification bids was extended to 10 March 2014.^[34] Fourteen pre-qualification bids were received for the design and construction of underground stations and tunnels for Line 3. The 14 bidders were: Afcon-KMB, CEC-ITD Cementation India-TPL, CTCEC-Pan India Infrastructures Pvt Ltd, Dogus-Soma Constructions, IL&FS-CR256 (China Railway), JKumar-CRTG, Larsen & Toubro-STEC, Mosmetrostory-Hindustan Construction Company, OHL-SK Engineering & Construction, Pratibha-GDYT Consortium, Sacyr-CMC-Essar, Salin Impreglio-Gammon, Strabag-AG-Patel Engineering and Unity Infrastructure-IVRCL-CTG.^{[35][36][37][38]} Tenders to construct the car depot at Aarey colony were floated by the MMRC in July 2014.^[39]

Line 3 was approved by the state cabinet on 26 February 2014.^[40] The foundation stone for the project was laid by Chief Minister Prithviraj Chavan in a bhoomi pujan ceremony at Andheri on 26 August 2014, in the presence of Union Urban Development minister Venkaiah Naidu.^[41][42] The move was described by the media as a cosmetic gesture, as the developers of the project had not yet been decided and actual construction was expected to begin only by December 2014.^[43][44] The date of the ceremony was a few days before the code of conduct for the 2014 State Assembly elections would come into force, which would prohibit the ruling Congress-NCP government from politicising the ceremony.^[44][45] Some citizens protested against the State government at the ground breaking site. They protested the slow implementation and cost escalation of the Mumbai Metro project.^[46] Tendering for the project was delayed by the re-organization of the MMRC from a wholly owned entity of the State Government, to a joint venture between the Union and State Governments. Although the State Government received the file for reconstituting the company in October 2013, it gave approval only in July 2014.^[47]

Of the 14 consortia that submitted pre-qualification bids, 9 were shortlisted in September 2014. According to Sanjay Sethi, managing director of MMRC, "We have finalised the list of companies eligible for bidding after getting an approval from the Japan International Cooperation Agency (JICA), which is providing more than 50 per cent of funds for the project. The companies that were declared ineligible mostly fell short in technical experience.^[49] The tender for construction of Line 3 received was split into seven packages, each consisting of a 4-5 km long twin tunnel. The tender floated by the MMRC received 31 bids from 9 consortiums. The first four packages received 4 bids each, while the next three packages received 5, 7 and 3 bids respectively. The 9 consortia are AFCONS Infrastructure Ltd. - Kyivmetrobud, Continental Engineering Corporation - ITD Cementation India Ltd - Tata Projects Ltd, DOGUS - SOMA, IL&FS Engineering and Construction Company Ltd - China Railway 25th Bureau Group Co.Ltd, J.Kumar Infraprojects Ltd - China Railway No.3 Engineering Group Co. Ltd, Larsen & Toubro Ltd/Shanghai Tunnel Engineering Co. Ltd, OSJC Moscow Metrostroy - Hindustan Construction Co.Ltd, Pratibha Industries Ltd - Guandong Yuantian Engineering Co., and Unity Infraprojects Ltd - IVRCL Ltd - China Railway Tunnel Group Co. Ltd.^[48][50]

In December 2014, the MMRC appointed a consortium led by Hong Kong-based AECOM Asia, in a joint venture with Padeco, Japan, LBG Inc. USA and Egis Rail, France as the general consultants for the implementation of the Line 3 project.^[51][52] The agreement between the two parties was signed on 26 May 2015.^[53] On 6 July 2015, the MMRC unveiled a new logo, designed by Design Orb, for Line 3. UPS Madan, Director, MMRC and Metropolitan Commissioner, MMRDA, explained, "The earlier logo was designed with an elevated Metro-3 corridor in mind as was planned originally. The new logo presents the organisation more appropriately as its more relevant, fresh and robust". He also noted that the earlier logo had been designed while the MMRC was owned by the State Government, while it was now a joint venture between the State and the Centre.^[54]

Line 3 is being implemented through the engineering, procurement and construction (EPC) model.^[37] The original deadline for the project was 2016, but it is currently expected to be completed in 2020.^[21] The contract is expected to be awarded by the end of September 2015,^[55] and construction is expected to begin in early 2016.^[56]

Stations

There will be 27 stations on Line 3. Aarey Depot is at grade, while the other 26 stations are underground. The Hutatma Chowk, Kalabadevi, Girgaon, Sitaladevi, Santacruz, and Marol Naka stations were constructed by the New Austrian Tunnelling method, while the other 20 stations were constructed by the cut-and-cover method.

Infrastructure

The car yard, where metro coaches will be parked, is proposed to be built opposite SEEPZ on Aarey Colony land.^[10] Passenger interchange facilities will be provided at Chhatrapati Shivaji Terminus (Central Line); Churchgate, Mumbai Central and Mahalaxmi (Western Line), Marol Naka (Metro Line 1), Bandra-Kurla Complex (Metro Line 2) and Mahalaxmi (Mumbai Monorail).^[27]

Underground construction will be carried out at an average depth of 15 to 25 meters.^[6][58] The tunnels will be created using a tunnel boring machine.^[6] The MMRDA plans to build 5 stations on the line — Cuffe Parade, Bandra, Kalina, MIDC and SEEPZ — using the cut-and-cover method. In this method, the ground is dug, the entire station constructed, and finally the top is covered.^[28] Some stations may be constructed using the New Austrian Tunnelling method, depending on circumstances.^[6]

Power

MMRDA joint project director Dilip Kawathkar stated that AC power was chosen for Line 3 "after a proper study by a team of experts" which found that the AC model was "a better option". Experts believe that the decision to use AC will escalate the project cost by 15%, since more digging is required for the rail to work on AC.^[59]

Drawbacks

Flooding Danger

By constructing Metro Line 3 underground, Government of Maharashtra is attempting to replicate the Underground Delhi Metro Transit system, hoping it would somehow make Mumbai a ‘World Class’ City.

But it must be noted that Delhi is an Inland City located 300m above mean sea level whereas Mumbai is an Island City located barely 3-5m above mean sea level. The Underground Metro Line 3 is planned to be constructed 15-30 metres underground which would leave the underground Metro vulnerable to flooding during Monsoon season, whenever High tide and Heavy rains coincide, due to high ground water table in Mumbai City, potentially risking Commuter lives.

This scenario was evident in Chennai during heavy rains in December 2015. The Heavy rains caused excess Rain water to enter the underground Chennai Metro Blue line subways causing heavy damage to P-way and electrical infrastructure, whereas the Elevated Green line from Koyembedu to Alandur and the elevated Chennai MRTS constructed atop the Buckingham Canal, functioned smoothly.^[60][61][62]

In order to avoid similar subway flooding, Mumbai Metro Rail Ltd would have to install multiple Rain water evacuation pumps along the 33.5km underground route. But this pumped out rain water will, most likely, overwhelm the BMC Storm water drains causing flooding in the surrounding neighbourhoods. In order to avoid this, MMRCL would have to construct its own Storm water drains as well as Special Rainwater storage tanks similar to Tokyo’s Metropolitan Area Outer Underground Discharge Channel facility to hold excess rain water during heavy rain- high tide situations. Both are very expensive yet critical engineering bottlenecks, considering the narrow width of the Roads and expensive Real estate cost along the route.

A NYT report about Subway flooding in New York City, which shares similar Island reclamation topography to Mumbai City.^[63]

Commercial viability

The Mumbai Metro line 3, more or less, mirrors the Western Railway Suburban corridor. In order to attract substantial footfall, MMRCL would have to match the low fares offered by the heavily subsidised Railways, close to impossible, considering the High interest rates at which MMRCL is borrowing to construct Line 3.

Moreover,the middle class localities that not served by Suburban Railway; like Worli, Prabhadevi,Dadar, Chandivali are increasingly being replaced with High end luxury Towers whose Super rich residents are least likely to use Public transit for their daily travel.

The other major Hotspot that has the potential to attract commuters, is Mumbai’s Chhatrapati Shivaji International Airport. But as it was seen in Delhi, very few travellers use the Airport metro to reach the airport partly because to the hassle of carrying heavy luggage to the station and partly because of the popularity of App based cab services.

Bottlenecks

The metro route passes through Dharavi, under the Sion-Mahim Road, that was constructed on marshy land by drilling loadbearing piers, deep underground. BMC does not have the technology to remove these piers without demolishing the entire section of the arterial Road which could potentially cause major traffic bottlenecks.^[64]

MIAL and Airport authority of India began construction of Mumbai’s Air Traffic control tower, right above the proposed alignment of Metro Line 3 Subway in 2011, despite the alignment of the Metro route being in public domain as early as 2008. According to DGCA regulations, an Air Traffic Control complex requires a certain degree of sanitised, restricted space around the ATC, let alone a Public transit Subway running right underneath it. Either the recently constructed ATC, costing 400 crores, needs to be relocated or the Metro route needs to be realigned, neither of which has been decided, inspite of which, tenders for Metro construction have already been issued. Last heard, the Intelligence Bureau (India) has objected to the Metro alignment.^[65]

Conclusion

At the end, High cost of the infrastructure required to keep the metro subway flooding free, High fares, Route duplicity and questionable potential Ridership figures, would result in Mumbai burdened with an expensive and poorly patronised transit system a ’la Delhi Airport Metro Express.

References