Tresspassing On Railways

Consultancy for study on Trespassing over Railway
Track in Mumbai Suburban area & remedial measures

thereon.
FINAL REPORT
Executive Summary
Vol. I
July 2012
MRVC
SIR JJCOA
CONSULTANCY CELL
EXECUTIVE SUMMARY
CONTENT
1.0
2.0
3.0
Introduction
1.1
Aims & Objectives
1.2
The proposed methodology for study
1.3
Methodology followed for study
1.4
Limitations of the study
Preliminary Survey
2.1
Probable Reasons of Trespassing
2.2
Initial field survey Observations
Identification of trouble spots

3.1 Station wise identified trouble spots Western Railway
Dadar western
Kandivli
Borivali
Bhayander
Vasai Road
Nalasopara
3.2 Station wise identified trouble spots Central Railway
Dadar central
Kurla
Kanjurmarg
Thane
Thakurli
Kalyan
3.3 General observations with respect to locations of trouble spots at the

shortlisted stations Station wise solutions for the project.
4.0 Station wise solutions at the identified trouble spots

4.1
Solutions for Dadar western station
4.2
Solutions for Dadar central station
4.3
Solutions for Kandivaliv station
4.4
Solutions for Borivali station
4.5
Solutions for Bhayander station
4.6
Solutions for Vasai road station
4.7
Solutions for Nalasopara station
4.8
Solutions for Kurla station
4.9
Solutions for Kanjurmarg station
4.10
Solutions for Thane station
4.11
Solutions for Thakurli station
4.12
Solutions for Kalyan station
5.0 Costing
6.0 Summary of Solutions & Cost
7.0 Conclusion
Executive summary on Trespassing over Railway Track in Mumbai Suburban area

& remedial measures thereon.
1.0 Introduction
Mumbais suburban railway system is the most efficient, dependable, economical and
the fastest mode of transportation available to Mumbaikars. It is like a lifeline for the
city of Mumbai without which the city would grind to a halt.
As per Mumbai Rail Vikas Corporation, approximately 7.40 million people use local
trains to commute daily. Every year thousands of people lose their life / are injured
due to trespassing on the three main railway corridors. The number of accidental
deaths & injuries are increasing day by day as the number of passengers is increasing.
The accidental deaths and injury data as per Railways is detailed below in Chart 1.1 &
1.2. Majority of these deaths and injuries are due to trespassing. In order to curb the
trespassing there is a need to study the suburban railway system focusing on
accessibility issues, reasons for trespassing, existing facilities at the railway stations
etc.
Taking the trespassing issue into prime consideration MRVC, a PSU under Ministry
of Railway, and jointly owned by the Ministry of Railway and Government of
Maharashtra, has undertaken this study. MRVC has appointed Sir JJ College of
Architecture as their Consultants to study thoroughly the issue of trespassing, and
suggest remedial measures to minimize the trespassing on Railway tracks.
2500
2000
1500
WR
CR
1000
500
0
2008
2009
2010
Chart 1.1 The count of accidental deaths in central & western railway for year 2008-09-10. - SourceMRVC
3000
2500
2000
WR
1500
CR
1000
500
0
2008
2009
2010
Chart 1.2 The count of accidental injuries in central & western railway for year 2008-09-10.- SourceMRVC
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Sir JJCOA Consultancy Cell

1.1
Aims & Objectives

The Aim of study is to understand the problems and issues related to trespassing
and suggest solutions along with short and long term action plans to minimize or
eliminate the trespassing.
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Study objectives are as follows:1. To identify trespassing prone locations on central as well as western suburban
stations.
2. To study and analyze reasons for trespassing. To audit the accessibility issues in
detail.
3. To collect and analyze statistics from the railways regarding causalities under
trespassing.
4. Survey the important stations / locations to understand the existing situations.
5. To suggest and plan remedial measures.
6. To propose new required facilities on these stations.
7. To provide Architectural solutions with estimates etc.
8. To develop short and long term action plans.
1.2 The proposed methodology for study:

To study this project following methodology was proposed by Sir J.J. College of
Architecture Consultancy cell.
Stage 1.
Collection of Secondary data related to the project like:
Statistical data of passengers
Statistical data of casualties in last 5 years
Station Plans / related drawings
List of Existing facilities on the stations
List of Existing capacity of FOBs etc.
Stage 2. Study & Analyze the secondary data & formation of the Inception report.
Stage 3. Identification & finalization of the major stations (On both Western &
Central railway) for studies where primary survey is to be carried out in consultation
with the railway authorities for the finalization of questionnaires.
Stage 4. Primary survey at the identified stations includes:
Survey of Existing facilities & observations.
Interaction with Railway staff like motormen, RPF, station masters etc.
Interaction with Technical persons in both Central & Western railways.

Stage5. Identification of issues, observations & conclusions.
Stage 6. Study on improvement / modification of existing facilities .
Stage 7 Formulation of new user friendly track crossing facilities / related drawings
with related cost estimation.
Stage 8 Draft Final report
Stage 9 Final report.
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1.3 Methodology followed for study:

We have carried out the study in following stages:
Stage 1. Inception Report
Presentation of inception report to World Bank and MRVC officials.
Finalization of stations on both central and western suburban railway lines.
Stage 2. Identification of trouble spots
Presentation of identified trouble spots to World Bank and MRVC officials.
Submission of drawings showing identified trouble spots for all the finalized
stations.
Stage 3. Proposed solutions
Presentation of proposed solutions for identified trouble spots to World Bank
and MRVC officials.
Submission of drawings showing solutions for all the identified trouble spots.
Stage 4. General arrangement drawings
Presentation of general arrangement drawings along with cost estimate for
proposed solutions to World Bank and MRVC officials.
Submission of drawings showing general arrangement drawings for proposed
solutions.
Stage 5. Overall Project presentation to MRVC
Preparation of 3D sketches for better appreciation and approval of 2D
drawings.
Stage 6. Prefinal Draft Report.
Stage 7. Final Report.
It includes
Volume I Executive summary
Volume II Dadar Western
Volume III Kandivali
Volume IV- Borivali
Volume V Bhayander
Volume VI Vasai Road
Volume VII Nalasopara
Volume VIII Dadar Central
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Volume IX Kurla
Volume X Kanjurmarg
Volume XI Thane
Volume XII Thakurli
Volume XIII Kalyan
Volume XIV - Annexure
1.4 Limitations of the study:
The mandate of the study has been limited to the identified 11 stations only.
Implementation of our solution will decrease the number of injuries and

casualties due to trespassing at the chosen 11 stations by 75-80%.
Preventive measures suggested will be effective if enough amenities are

provided to the commuters for comfortable movement on railway stations.
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2.0 Preliminary Survey

In Mumbai suburban train system the main users are from following categories.
Office going people
School & college going students
Senior citizens
Businessmen
Physically handicapped
Luggage carrying people
Long distance travellers
Vendors
Railway workers
Police (RPF)
2.1 Probable Reasons of Trespassing
To save time as the width of the platforms are insufficient to cater to the
overcrowding on the platform itself which results into lot of time being
wasted, in reaching the provided FOB.
The height of the FOB is very high and hence is uncomfortable even for
normal healthy person to use it.
Numbers of FOBs are insufficient to cater to the peak hour needs of passenger
traffic leading to lot of overcrowding on the FOB itself.
Lack of facilities for physically handicapped people & senior citizens; like
escalator, ramp, etc.
Small ramp at both the ends of the platform also encourages trespassing.
Last minute announcement of change in the platform schedule for arrival /

departure of the train.
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Human settlement along the track also leads to regular trespassing by the
inhabitants.
There are small time vendors selling vegetables & other day-to-day usable
products along the railway tracks in the vicinity of the platform at either end,
this leads to trespassing.
Exceptional circumstances like medical emergency, person with heavy

luggage, etc. leads to compulsory trespassing.
Rag pickers are regular trespassers.
Inadequate height of fencing between tracks encourages people to jump from

platform on to the track & climb the fencing to reach the other platform, thus
leading to serious trespassing.
Poor connectivity between east and west near level-crossing. For eg. flyovers,
skywalks, etc. The time taken to cross from east to west and vice-versa using
flyover is very high due to heavy traffic leading or forcing people to use levelcrossing.
People travelling without proper ticket trespass in order to avoid T.C.
People trespass at certain locations in order to save octroi tax.
During peak hours it is extremely difficult to board a train from the platform
side because of which the people get into the train from the other side using
emergency ladder provided at door causing serious trespassing. E.g. Mumbra
station.
People are accustomed to trespassing and it has become a default behavioral

tendency.
No proper access provided to human settlements due to which residents have

no choice but to use railway track causing serious trespassing.
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2.2 Initial field survey Observations
It is the mindset and choice of commuter not to use foot over bridge. E.g.
Nallasopara, Mumbra, Kandivali stations.
Commuters in enmass are compelled to board the train from the wrong side
entrance gate by being on the railway track due to heavy peak hour rush. E.g.
Mumbra station.
Level crossing provided for transporting the goods by handcart to goods yard
are being misused by commuters/ two wheelers e.g. Kalyan station.
Entry and exit of suburban railway stations, where trespassing is seen upto 300
m on either side of the railway platform needs intervention. E.g. Thane station.
People are too much in a hurry during peak hours, and in this period they try
to find the shortcuts to change the platforms or for getting out of station as the
overcrowding is the main reason.
The foot over bridges or subways are not having any aesthetical appearance so
that people could be attracted towards them. The foot over bridges are not user
friendly, also there is no provision of escalators, lifts etc for physically
challenged.
There is lack of signages, information boards for the commuters, last minute
announcements regarding change in schedule causes confusion among
commuters.
Due to lack of common standard practices (announcements, indicator systems,

types of compartments, etc) between central and western railways, there is a
confusion created among commuters at major interchanges like Dadar, Kurla
etc.
The consultants have done an initial preliminary survey on both central and
western suburban railway, gone into the casualty figures at different locations along
the two main routes, and in consultation with MRVC decided that following stations
are to be considered for the primary survey. The terms of reference stipulated that five
stations each on Western and Central Railway were to be chosen. Criterion was to
choose as representative a station as possible considering casualty figures and
trespassing hotspots.
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MEETINGS:
KICK OFF MEETING with a small presentation to the MRVC officials was
conducted to set the tone of the study. Subsequently the Consultants after doing
preliminary study of the stations presented THE INCEPTION REPORT TO THE
WORLD BANK AND MRVC OFFICIALS to decide the stations to be studied.
Accordingly the following stations were shortlisted.
On western railway
Andheri
Jogeshwari
Kandivali
Vasai Road
Nalasopara
On central railway
Kurla
Kanjurmarg
Thane
Thakurli
Kalyan
The study has chosen Dadar as the common station on both the central and
western railway for primary survey in addition to the stations mentioned above.
At the Inception Report Stage on the Western railway initially Andheri and
Jogeshwari were selected to be studied in detail which were later on dropped at the
request of MRVC officials, as major changes have been planned by the railway at
these two stations. Subsequently two additional stations viz. Borivali and Bhayander
were added to the list of stations and were studied in detail. Hence, the revised list of
shortlisted stations for western and central railway is as follows.
On western railway
Kandivali
Borivali
Bhayander
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Vasai Road
Nalasopara
On central railway
Kurla
Kanjurmarg
Thane
Thakurli
Kalyan
The study has chosen Dadar as the common station on both the central and
western railway for primary survey in addition to the stations mentioned above.
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3.0 Identification of Trouble Spots:

The shortlisted stations have been studied in detail to identify the movement patterns
of the commuters during different time periods of a day and on working as well as
holidays. These findings have been used to identify the TROUBLE SPOTS for each
of the shortlisted stations. The same was presented under the heading
IDENTIFICATION OF TROUBLE SPOTS to WORLD BANK AND MRVC
OFFICIALS at meeting no. 3.
The feedback of the meeting has been incorporated and accordingly the identified
Trouble-Spots for each of the stations is summarized as follows:
3.1 Station wise identified trouble spots - Western Railway:

1. Dadar Western
a. South end from platform no.4to 3 & 4 to 5.
b. Central of platform no. 4/5
c. North end of platform no. 4
2. Andheri
a. South end of platform number 8/9.
b. Between south end of platform number 4/5 & 8/9.
c. Junction of platform no 1, 6 and 7.
d. North end of platform no. 1 and 2/3 .
3. Jogeshwari
a. South end of platform no. 1 and 2/3.
b. South end of platform no. 1/2 and 3/4.
c. Central part on island platform no. 1
d. North end of platform no. 3/4.
4. Kandivali
a. Level-crossing at the south end of the station
b. In the vicinity of north side entrance between platform no 1 & 2.
Near the main ticket window.
c. Under the FOB near the middle of platform no.4
d. North end of the platform no.1 and 2/3
5. Borivali
a. South end of platform no. 8 and 7.
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b. South end of platform no.6/6-A.
c. South end of platform no.1/2.
Central part of platform no.1 and 2.
d. Central part of island platform 6A.
e. North end of platform no.1 and 2.
f. North end of platform no 6A.
6. Bhayander
a. South end of platform no.1/2.
b. South end of platform no.5 and 6.
c. Central part of platform no.4 and 5.
d. North end of platform no.1/2.
e / f North end of platform no.3/4.
7. Vasai road
a. North end of platform no.1 and south end of platform no.2/3
b. North end of platform no. 4/5
c. North end of platform no. 2/3
8. Nalasopara
a. South end of all the platforms
b. Area between the platform no.1 and 2/3
c. North end of platform No 2/3.
3.2 Station wise identified trouble spots - Central Railway

9. Dadar Central
a. Between platform 5 & 6 for entire length
b. Between platform 4 & 5 near workers gate on southern side.
c. Between platform 2 & 3
10. Kurla
a. South end of platform no 2to 3 & 6 to 7
b. In between the platforms
c. North end of platform no. 8 and east side ticket house
d. North end of platform no 1 to 7 & 4 to 5
e. Upto 100 m on north end of the platforms.
11. Kanjurmarg
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a. South end of platform no 1.
b. North end of platform no 2.
c. North end of platform no 1.
12. Thane
a. South end of platform 1.
b. South end of platform 1 to 7.
c. North end of platforms 8-9 & 10.
d. North end of platforms 2, 3, 4, 5, 6&7.
13. Thakurli
a. South end of platform no 2
b. North end of platform no 2
14. Kalyan
a. North end of platform no. 1 & 2
b. At level crossing near north end of the station.
3.3 General observations with respect to locations of trouble spots at

the shortlisted stations:
Based on the above study fifty numbers of trouble spots have been identified on
various stations both on western and central railway corridors for the identified
stations. These trouble spots can be broadly classified in general in terms of following
locations of the platforms
At the end of Platforms.

Between two tracks where barricade is not provided
100 to 300 M away from either end of the platform on north & south side
At the level crossings
From Ticket house to platforms.
At the locations where walking on tracks to access nearest stations is easier
than accessing by roads.
At the locations where interchange of suburban rail system exists.
On certain stretch both on western & central suburban rail corridor there are
residential settlements along the railway tracks much beyond the railway
station leading to trespassing in between the railway stations tracks.
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4.0 Station wise solutions at the identified

trouble spots:
The primary philosophy of providing a solution to reduce trespassing is prevention is
effective only if facilities that ensure easy commuter movement on the railway
stations are provided. Viz:
1. F.o.b.
2. Railing
3. Green patch
4. R.C.C. wall and
5. Re-Organization of built-spaces.
These have been chosen keeping in mind the practicality and low cost of the
solutions. The more expensive solutions like enclosing railway stations under one
roof, subways except at one station, etc. Have not been proposed.
In addition we have proposed facilities like automated ticket vending machine
(ATVM), water coolers, chemist stalls, ATM, etc. We have proposed better signages
on all platforms and F.O.Bs. Hence people are directed in an easier and faster way.
We are therefore improving upon the existing poor signages. Elevators, escalators
have been proposed wherever required. Educating commuters by creating awareness
through posters, videos can also be useful.
1. F.O.B.:
Advertisement boards have been proposed along the length of the f.o.b.
The side railing of the f.o.b. is proposed to be 2m high for safety reasons
having ventilators at the bottom.
Fins are proposed above 2m on both sides and covered using aluminium
composite panels (ACP) on the southern side.
The design prevents the rainwater from coming on to the f.o.b.
2. Railing:
The design of the railing is such that height of every rod is constant with
respect to its adjoining one which will act as a stiffener for the top & bottom
circular pipe. In order to have aesthetic of the railing, the end portion is
rounded & railing is deigned in such a way that it will not be injurious.
The chosen design facilitates the easy fixing of advertisement panels.
The middle portion is kept for displaying advertisement panels which will
generate revenue to maintain the railing.
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3. Green patch:
Proposed landscaping has different coloured plants for example yellow, green
that is visually good for motormen and creates visual attentiveness.
In plan, the pattern is radial.
We have proposed all season, non scanty, rapid growing, locally available,
low cost plants requiring easy maintenance and suitable to the local weather.
Plants proposed on the periphery are rapid growing which ensures protection
to the inner plants.
In section, varying levels are created breaking the monotony thus making it
look aesthetically pleasing.
The proposed plants are heavily branched hence creating barrier and thus
preventing trespassing.
4. R.C.C wall
Proposed R.C.C. wall along the eastern and western boundaries of the stations
having photographs of famous personalities and landmarks of the respective
stations.
in section the slope at the bottom prevents people from climbing over the
wall. The existing compound has a rectangular cross section which allows
people to climb over easily.
Providing plants on the compound wall at intervals to make it appear more
pleasing for commuters. The height of the wall is 3m.
5. Gutter:
Existing gutter between the tracks to be treated as a water body, being covered by
sawn tiles on the inner surfaces or coloured sky blue thus converting the gutter into a
pleasing water body.
Providing sumps on both the ends and a pump which would ensure circulating water.
Based on the 5 major interventions chosen above, solutions have been prepared for each
station and the same were discussed in detail along with the cost at various levels to both
western and central railway and also world bank team.
Following are some of the meetings where detailed solutions were presented.
1. Solutions to the identified trouble-spots discussion with western railway officials @
M.R.V.C. office.
2. Solutions to the identified trouble-spots discussion with central railway officials @
M.R.V.C. office.
3. Solutions to the identified trouble-spots discussion with central railway general
manager @ central railway head-quarter, C.S.T.
4. Solutions to the identified trouble-spots discussion with western railway general
manager @ western railway head-quarter, Churchgate.
5. Solutions to the identified trouble-spots discussion with M.R.V.C. managing director
@ Sir J. J. College of architecture
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6. Solutions to the identified trouble-spots discussion with M.R.V.C. managing director
@ M.R.V.C. office (total 3 nos.)
7. Solutions to the identified trouble-spots discussion with world bank officials @
M.R.V.C. office.
8. Solutions to the identified trouble-spots discussion with M.M.R.D.A. chief transport
planner and world bank officials @ M.M.R.D.A.
9. Site visit to the identified stations to finalize the solutions with M.R.V.C. officials.
10. Site visit to the identified stations to finalize the solutions with world bank officials.
11. Site visit to the identified stations to finalize the solutions with world bank official
from Washington.
The site visits were arranged to decide the feasibility of the chosen solutions.
The feedback received from the above meetings as well as site visits has been
incorporated and are summarized as below.
4.1 Solutions for Dadar Western station
1.
Provide escalator at southern end of platform no. 1.

in order that people can use the southernmost f.o.b. to distribute passenger flow, thus
preventing trespassing.
2.
Redesign the booking office at southern end of platform no. 1 , beautify the
entry and provide facilities like ticket vending
machines/ATM/signages/chemist/drinking water, along the wall.
3.
Remove the intermediate columns at the booking office on southern end of

platform no. 1.
To allow for smooth passenger movement.
4.
Elevated ticket counter on southernmost f.o.b. should be redesigned.

To increase the width of the F.O.B. making way for smooth passenger flow.
5.
Increase the width of the southernmost B.M.C. F.O.B.

To allow more traffic during peak hours.
6.
Three nos. of existing entry/exits from southern end on Dadar west side should
be reopened.
7.
Provide an F.O.B. at northern end connecting all platforms at Dadar western.

Also extend this fob to Dadar central and provide landing on all platforms.
8.
Propose g+2 structures at northern end to accommodate ticket facility, office

staff and removing ground storey cabins on platform no.1.
To increase the width of the platform making way for smooth passenger flow, thus preventing
trespassing.
9.
Extend barricade upto 100m on southern end of platform no.1.
10.
Increase the width of the northern f.o.b. and also shift the staircase flight on
platform no.1.
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To avoid the negative spacing hence widening the platform and allowing for smooth
passenger flow.
11.
Extending south end 2nd F.O.B. to the central railway platform no. 1,2/3,4/5
and to outside dadar station(east)
To distribute the passenger traffic
12.
Demolish the existing ticket booking office at the junction of the 2nd southern
F.O.B. and central main F.O.B.
This will ensure smooth traffic flow during peak hours from one f.o.b. to the other, which will
encourage people to use the f.o.b. instead of trespassing.
13.
Provide landing at southern end of platform no. 4 from southern end B.M.C.
F.O.B.
To provide alternate exit to ladies who get down at southern end of platform 4.
4.2 Solutions for Kandivali station

1.
Barricades should be provided between all the platforms extending upto 100m
on north and south end of the station.
2.
Provide an f.o.b. at the northern end joining all platforms.

People trespass from northern end of platform no. 1 to 2/3 and 4.
This is because majority of the bus stops are located just outside the north end of platform
no.1 leading to people using this entrance.
3.
Provide ticket window at northern entrance/ exit at platform no.1 at the

existing toilet space.
Since there is no ticketing faculty available at the aforementioned entrance, passengers are
forced to walk till the ticket counter at the middle entrance.
4.
Provide green patch (50m) beyond northern end of platform no.1

To prohibit people from alighting down onto the tracks.
5.
Provide green patch (100m) beyond northern end of platform no. 2/3
To prevent trespassing from platform no.2/3 to 4 towards eastern settlements.
6.
Provide green patch beyond the southern end of platform no.1, 2/3 and 4 by
100m.
7.
Extending the existing skywalk in the east towards west and connect it to
existing southern most F.O.B. (Already under-construction)
This will reopen the broken link between east and west, caused by the closure of the level
crossing.
8.
Widen the southern F.O.B. by 6m.

So as to capacitate more number of people and encourage them to use the amenity.
9.
Provide continuous compound wall on the east and west of the platforms
this will prevent people from trespassing.
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10. Railing at north end of platform no.4.
Suggested improvements/additions amenities:
1.
Show signages
Shift atm and relocate stalls at platform no.1. Ticket house should be widened near
railway quarters.
4.3Solutions for Borivali station

1.
Borivali(e)- extend the existing R.C.C. wall till the rob.

to stop trespassing from slums in borivali east to platform no.7/8 at southern end
2.
Put railings between the tracks at southern end parallel to platform no.8
to stop people from alighting and walking along the tracks towards platform no.
3.
Widen the platform no.8 at northern end by demolishing emu-electrical room

and make g+1 structure to accommodate toilets ticket booking office
+facilities.
Because of the narrow path connecting platform no.7 and 8, people get down and walk along
the length of platform no.7.
Making the mentioned proposal would create a free passage between the two platforms and
prevent trespassing.
4.
Provide green patches at the southern end of platform no.2/3

To cover up the open areas between the tracks.
5.
Shifting the southern entrance of the subway at the north end of platform no.7
and widening its opening.
To minimize the crowd and chaos at the junction of platforms 1 and 7, and the entrance/exit
point.
6.
Widen the fob at the southern end of platform no.1 and provide alternative
landing towards the south. Also connect the fob to the skywalk on the
S.V.Road.
To encourage people towards fobs.
7.
Demolish structures from platform no.1 and shift their functions to the newly
constructed structure.
To widen the platform no.1 to reduce congestion during peak hours.
8.
Raise guard motorman lobby building to G + reqd. structure and relocate

electrical unit/RPF unit/dead body house/old ticket house/station
manager/station superintendent office, to this structure.
This will help to increase the width of platform no. 1
9.
Provide an fob accessing Borivali (w) parking lot to platform no.4, 5 and 6, 6a
and eastern exit by providing escalators for landing.
Outstation trains arriving on the aforementioned platforms and existing fobs lack
ramps/escalators. It is troublesome to people carrying heavy luggages to climb stairs.
10. Widen the middle entrance/ exit point on the west.
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11. Widen the central fob to 6m.

To reduce congestion on F.O.B. during peak hours.
12. Convert the southern flight of northernmost fob on platform no.1 to straight
flight.
13.
Bodily shift the northernmost ticket booking office by 18m towards north.
Raise plinth of northernmost ticket office to the level of platform no.1
To prevent the queue from extending onto the northern most fob as well as on platform no. 1.
14.
Extend existing barricades (50 m) on the northern side between platform no.1
and 2. Also construct compound wall between the road and railway property.
To prevent people from going around the barricades.
15.
Green patch north end platform no.2/3.
16.
Widen flight of northernmost fob by 1m on platform no. 2/3.
17.
Widen all fobs to 6m.

Narrow fobs cause claustrophobic conditions
18.
Join all fobs to the skywalk on s. V. Road. And providing ticket validating
machines on all fobs.
Thus segregating bonafide passengers and pedestrians and reduce the congestion on platform.
19.
Railing between platform no.5 and 6
20.
Railing between railway land and road on the east.
Proposal on amenities
1.
Raise the height of platform no.8
2.
Provide ticket validating facility at southern end of platform no.8.
3.
Signage required at entry/exit
4.
Design toilet on platform no. 2/3 at south end
5.
Connect the public fob to the skywalk in the west
6.
Increase toilet size which is under northern most F.O.B. on Platform no. 1.
7.
Signages on all fobs+ facilities chart at middle entrances east and west.
4.4 Solutions for Bhayander station

1.
Provide fob at northeast end from Bhayander east from platform no.6 with
flights alighting on platforms 5, 3/4 and extending to the bus depot at west.
As the afore mentioned platforms extend far more towards north people trespass to board
coaches of locals/passenger trains arriving on platform 6 and 5.
2.
Design green patch beyond proposed fob at platform no. 6 northern end.
Thus preventing people from trespassing from the western side towards platform no. 5 and
beyond.
MRVC
- 19 -

3.
Construct R.C.C. wall on the northern end of platform no.6 parallel to road
and extend existing barricades by 10m towards platforms side and 100m
towards Virar side.
4.
Extend barricades between platform 5 and 6 by 50m towards Virar side
5.
Existing northern bridge should be widened upto 6m and provide landing on

the sides of platform no.3/4 and 5, 6.
Thus encouraging passengers to use the afore mentioned fob
6.
Extend existing barricades at southern end of platform no.6, cut off ramp.
As the ramp makes it convenient for people to trespass and access the tracks.
7.
Provide steps at southern end of platform no.6.

To encourage and guide passengers to use the existing southern most fob.
8.
Barricades to be patched up on the western side of platform no. 5, along the entire
length of the platform.
Thus restricting passengers from alighting on the tracks and trespass towards the west.
9.
Increase width of staircase of broadest fob by 1.2m on platform no. 3/4.

As the slim flight discourages passengers to use the fob at rush hours, leading to trespassing.
10.
Propose green patch between platform no.4 and 5 from the middle fob to
northern end of platform no. 5.
Thus aesthetically enhancing the railway land and also making it inconvenient for people to
trespass from the above mentioned spot.
11.
Propose another flight (ramp) on the northernmost fob at western side beyond
platform no. 1/2.
As the existing u shaped flight narrow in width and very inconvenient to use during rush
hours, which leads to trespassing between the piers on the fob.
12.
Propose R.C.C. wall parallel to track at west end.

Making it inconvenient for people to trespass as mentioned in the above point.

1.
2.
3.
Propose one toilet under the proposed fob on platform no.6 at the northern end.
Propose signage, ticket validating machine facilities at northern end.
Extend shade at platform no.6 on northern side.
4.5 Solutions for Vasai Road station

1.
Provide F.O.B. from platform no.1 at northern end to 2-3, 4-5, 6-7. Extend the same
to the east and join it with a skywalk to the proposed extension of the existing
southern fob.
2.
Demolish ticket house at southern end of platform no.2 and extend platform on
southern end till proposed fob (at northern end of pf no.1) and modify existing flight
of southern fob at platform no.2.
MRVC
- 20 -

3.
Provide green patch at southern end of platform no. 2 and 3 upto 200m.
4.
Extend 2 and 3 platform no. At southern end and propose flight to proposed fob.
5.
Extend railing parallel to platform no.1 between track 1 and 2.
6.
Extend the existing northern fob to the east; connect same to skywalk in the west.
7.
Provide one subway at northern end 100 m away from 2 and 3 to access settlements on
east to west.
8.
Widen northern most (zigzag) fob on Virar side.
9.
Provide R.C.C. -wall on east side.
10.
Provide southern landings to existing southern bridge also extend it to the road in
the east.
11. Provide shed on Platform no. 6 and 7.
12.
Provide fob at the mid-length of platform no. 1 joining platforms 4-5, 6-7 with landings
on both sides (with one side escalators). Join this fob to the proposed fob at the northern
end of pf.1 with a skywalk. Extend the southern proposed fob to east.
13.
Provide an alternative southern flight to the existing northern zig-zag fob on platform
no. 2.
Suggested improvements/additions - amenities

1.
Sign-age on all platforms, F.O.B., and entry/exit.
4.6 Solutions for Nalasopara station

1. Provide R.C.C. wall at both ends of platform no. 4 between railway land and
road. 200 m long.
People tress pass from the afore mentioned spot to access the residential complexes in the east.
2. Provide green patch at north and south end of platform 2/3 by 100 m.
3. To prevent people from trespassing.
4. Railing between platforms no 1 and 2.
5. Provide fob at the southern end joining all platforms.

Sign-age on all platforms, fobs, entry/exit.
MRVC
- 21 -

4.7 Solutions for Dadar Central station
1. The northern most F.O.B. connecting central and western railway is to be
connected to the lower level bridge dead end adjoining central higher F.O.B. by a
skywalk.
To ensure entry to platforms 1 & 2 of central railway and prevent trespassing. The present northern
most bridge connects to platforms 3 & 4 of central railway and does not connect platforms 1 & 2
of central railway. Therefore people from platforms 3 & 4 trespass to platforms 1 & 2.
2. Providing four heavy duty passenger lifts from the elevated ticket booking office
on to platform no.4 to ease passenger traffic on the existing ramp and prevent
trespassing.
3. Providing 4 heavy duty passenger lifts from the elevated ticket booking office on
to platform no. 5 for the convenience of the passenger carrying luggage through
the ramp for outgoing trains, and prevent trespassing.
4. Increase the width of the southernmost f.o.b. connecting western and central
railway by at least 6m.
This will lead to smooth passenger flow during peak hours, which will encourage people to use the
f.o.b. and prevent trespassing.
5. Joining of the elevated ticket counters at southern end.

This will ensure smooth passenger flow which encourages passengers to use this area.
6. Extending the south end 2nd F.O.B. of western railway to the central railway
platforms 1, 2,3,4,5 with the exit outside the station on east side.
To distribute the passenger traffic and to make it a through bridge connecting central railway and
western railway.
7. Provide barricades or railings between platforms 2 & 3 and 5 & 6.

8. Extending proposed northern F.O.B. of Dadar western to Dadar central and
connecting it to all platforms by staircase. Also connecting this fob to existing
northern fob by skywalk.
To distribute the passenger traffic.
9. Widening the existing north end fob by at least 3m on northern side.

To ease the passenger traffic.
4.8 Solutions for Kurla station

1.
Provide continuous barricades at northern end of platform no.1 on Kurla west

side beyond Central Rail Institute.
To prevent trespassing at north end of platform no.1 near the cr institute
2.
Provide R.C.C. wall at north end of platform no.1 till route relay interlocking
cabin, in line with the electric pole
To prevent trespassing at north end of platform no.1 near route relay office
MRVC
- 22 -

3.
Provide subway at north end between fob's connecting east and west sides of
Kurla.
To reduce the passenger congestion on fob
4.
Provide a F.O.B. connecting Kurla east and west near mosque and give one exit
near the mosque.
To close the level crossing and prevent the heavy trespassing.
5.
Provide green patch near the abandoned station adjacent to the Kurla east ticket
counter at north end.
To prevent heavy trespassing between the ticket counter and platform no. 8 (up-harbour)
6.
Provide escalators/lifts in place of abandoned stair flight leading to Kurla east

ticket booking window at north end.
To widen the exit as well as entry to the station.
7.
Relocate the station manager structure (structure is already labeled as weak

structure.) At the northern end of platform no 3&4 and replace it with a green
patch.
To provide clear vision of the approaching train and prevent the accidents due to trespassing.
8.
Remove (N.R.M.U.) structure at northern end of platform 5 & 6 (as it is

obstructing the vision to incoming & outgoing trains) and replace it with green
patch.
To provide clear vision of the approaching train and prevent the accidents due to trespassing.
9.
Provide railing between platforms 6 & 7 and 4 & 5 above gutter at northern end.
To prevent trespassing between the platforms.
10. Redesign the existing green patch at north end of platform no. 7/8 with the
barricades.
To prevent the trespassing from ticket booking office to platform no. 5/6
11. Redesign and use the dead platform on the northern side for harbour line
To avoid existing trespassing happening through the platform.
12. Central F.O.B. (3rd from Kalyan side) is to be widened towards north side and to
be connected to proposed north-south Skywalk.
To reduce the passenger conjunction on fob at exit point hence will encourage people during peak
hours to use fob.
13. Provide a green patch on east side at southern end of the station before track no.
8.
To prevent trespassing from Kurla east to platform no. 7/8.
14. Provide barricades between platform no. 1a/2, 3/4, 5/6 and 7/8.
15. Abandoned structure at southern end between 3 & 4 should be demolished and
replace triangular space with green patch.
16. Propose fob adjacent to existing southern most fob and provide staircase on each
platform. (Already under construction)
To distribute the passenger traffic on southern end.
MRVC
- 23 -

17. Propose fob at southern end of Kurla station beyond the ends of the platforms
with landings on all platforms and connect the same to Kurla east near ticket
booking office also connect the same to existing southern end 'l' bridge using a
skywalk.
to prevent trespassing at southern end of platforms.
18. Relocate OHE workshop at southern end of platform no. 1 to provide additional
exit to Kurla west at southern end.
to prevent trespassing at southern end parallel to tracks.
19. Provide landing on northern side of 2nd fob from north using escalators to
platform no. 3/4, 5/6, 7/8
to provide alternate path to fob & prevent trespassing between the platforms.
20. Propose skywalk parallel to Kurla east from proposed fob adjacent to mosque to
proposed fob at southern end of Kurla station.
to provide cross connection between all the fob's at Kurla station& prevent trespassing between
the platforms.
21. Provide R.C.C. compound wall at both the ends of the station on east as well as
west boundary of Kurla station.
to prevent trespassing from adjacent settlements to the station.
Suggested improvements/additions - amenities

Provide a toilet besides the green patch at north end of platform 7/8.
4.9 solutions for Kanjurmarg station

1. Provide R.C.C. wall parallel to platform no. 1 on the west side.
To prevent trespassing from Kanjurmarg west to platform no.
2. Widen the existing northern fob.

To prevent overcrowding on the fob and encourage people to use the fob instead of trespassing.
3. Provide a green patch on the northern end as well as southern end of platform no.
1/2
To prevent heavy east-west trespassing
4. Provide R.C.C. wall on the east side parallel to track.

To prevent trespassing from Kanjurmarg east to platform no.
5. Join both the fobs by connecting skywalk for immediate exit on east side.
To facilitate easy access to Kanjurmarg east northern end
6. Connecting the southern fob to the existing rob by skywalk on the western side of
Kanjurmarg station. Also provide landing to skywalk adjacent to rob.

To prevent trespassing along the track from southern end of platform no. 1/2 to the R.O.B.
MRVC
- 24 -

4.10 Solution for Thane station
1. Provide railing between platforms 2, 3/4, 5/6, 7/8 & 9/10.
2. Provide green patch in triangular portion at northern end of platform 7/8.

3. Provide R.C.C. compound wall beyond platform no.10 at northern end on east side
till Vitawa.
To prevent trespassing from thane east to platforms 7/8 and 9/10
4. Widen 2nd fob at northern end to provide additional connection to all platforms, by
providing landings on the northern side.
To divert the public flow on both sides of the fob and prevent crowding on the fob.
5. Ticket office on west should be demolished and provide F.O.B. above it, which
will have exit through stairs on platform no.2,3/4,5/6,9/10 & on platform no. 7/8
through escalators/lifts. (Already under construction).
To divert the public flow, and prevent overcrowding on the existing fobs and prevent trespassing
between the platforms.
6. Provide green patch with barricades at northern end of platform no. 3/4.
7. Provide R.C.C. boundary wall on the northern end parallel to platform no.2 till
creek.
To prevent trespassing from thane west to platforms 3/4 and 5/6.
8. Provide east-west F.O.B. at southern end of thane station connecting platforms 1 &
7/8 by ramps
To facilitate to the passengers carrying heavy luggage to southern end of platform 7/8
9. Widen existing southern F.O.B. by 6m.

10. Widen north end public fob by 2.4m and provide landing to platforms 3/4 & 5/6
and connect the same to 2nd fob from north by a skywalk.
To provide direct access from thane west north end bus stop to all platforms and hence prevent
trespassing.
4.11
1.
Solutions for Thakurli station

Propose R.C.C. wall on east side of Thakurli station.
To prevent trespassing from Thakurli east to platform no. 1/2 and close down level-crossing
2.
Widening southern most fob by 6 m on southern side.

To facilitate the better public movement.
3.
Propose 12m wide rob 600m away from Thakurli station on southern side near
S. V. Joshi high school.
To facilitate vehicular movement between east and west. (The cost of this proposal is not
considered as it falls under mid-section and might require land acquisition.)
MRVC
- 25 -

4.
Propose 6m wide fob at northern end of Thakurli station at the end of platform
no 1/2 with exit on east side
To provide exit on northern end of Thakurli station and prevent trespassing at northern end of
platform.
4.12 Solutions for Kalyan station

1.
Platform no 1 at northern end - extend the railing till northern end bridge
To stop the trespassing happening between platform no. 1a &2
2.
Triangle shaped land between platform no. 1 & 1 a tracks at the end of platform
at northern end should be treated as green patch and extend the existing railing
at platform no 1 northern end till and beyond the existing level crossing on the
northern side by 100 m.
To stop the trespassing happening between platform no. 1a &2
3.
Provide fob near parcel office at northern end of Kalyan station with lifts at
both ends and provide access to platforms 4/5 & 6/7 with ramps and that to
platform 2/3 by escalator.
To provide the alternate path for parcel transfer after the level crossing at north end of Kalyan
station is closed
4.
Provide north-south skywalk in Kalyan west at northern end near parcel office
from F.O.B. to the railway hospital.
To facilitate public movement and ease the parcel flow to the parcel office below the skywalk.
5.
Provide R.C.C. wall on the western boundary of railway stations beyond

platform no 1 till level crossing and extend it till 100mts.
To prevent trespassing on the level crossing.
6.
Barricade between all the tracks starting from 1a till 6.

7.
Provide railing at northern end on eastern boundary of station.

To prevent trespassing from platform no.6/7 to the east side of kalyan station.
8.
Barricade between 5 &6 on the gutter.

9.
Entry to platform no. 1 should be widened below the central bridge.

To prevent crowding at the entrance.
10.
Provide fob near southern end abandoned parcel office with ramps and lifts on
platform 4/5 & 6/7 and connect it the skywalk on west side
To ensure easy passage of heavy luggage on southern side of platform and prevent trespassing.

1.
2.
Entry / exit on platform no 1 leading to old bridge should be enhanced.

Facility chart should be placed on the walls on platform no 4 & 5 near new bridge.
3.
Provide boundary wall at on eastern boundary of station.

To prevent trespassing platform no.6/7 to the east side of Kalyan station.
MRVC
- 26 -

4.
Railing between 5 &6 on the gutter.

5.
Entry to platform no. 1 should be widened below the central bridge.

To prevent crowding at the entrance.
MRVC
- 27 -

CHAPTER 5
ESTIMATED COST
Quantities have been derived based on general arrangement drawings
Cost estimate has been worked out as per the rates specified by M.R.V.C.
DADAR WESTERN
AREA TO DEMOLISH
PLATFORM NO.1 SOUTH END
AREA OF OTHER SPACES
ELEVATED TICKET COUNTER ON
SOUTHERN F.O.B
WIDTH
____
____
AREA
440 SQ.M
85 SQ.M
COST/M2
RS. 20000
RS. 20000
COST
8800000
1700000
____
62 SQ.M
RS. 40000
2480000
12980000
COST
LOCATION OF FOB
PROPOSED WIDENING OF EXISTING
NORTHERN FOB
PROPOSED FOB AT THE NORTHERN END
JOINING WESTERN TO CENTRAL RAILWAY
(UNDER CONSTRUCTION)
PROPOSED FLIGHT TO PLATFORM
WIDTH
AREA
TOTAL
COST/M2
3M
425 SQ.M
RS. 40000
17000000
6M
540 SQ.M
RS. 40000
NA
6M
123 SQ.M
LOCATION OF RAILING
SOUTHERN END PLATFORM NO.1
LENGTH
100 M
WEIGHT/M
24 KG
RS. 40000
TOTAL
COST/KG
RS. 75
TOTAL
4920000
21920000
COST
180000
180000
COST/M3
RS. 12000
RS. 12000
TOTAL
COST
627000
912000
1539000
PERIMETER OF
RAILING
COST/M2
COST
28.3 M
RS. 400
78.6 M
RS. 400
13.5 M
RS. 400
48 M
RS. 400
30M
RS. 400
TOTAL
LOCATION OF RCC COMPOUND WALL

SOUTHERN END PLATFORM NO.1
NORTHERN END OF PLATFORM NO.1
GREEN PATCH
PLATFORM NO.1 NORTH END
PLATFORM NO.2/3 NORTH END
PLATFORM NO.4 NORTH END
LENGTH
55 M
80 M
AREA
32
SQ.M
163
SQ.M
9.5
SQ.M
54
SQ.M
45
SQ.M
CROSS-SECTIONAL
AERA
0.95M2
0.95M2
TOTAL COST OF PROPOSED SOLUTION AT DADAR WESTERN STATION

LOCATION OF ESCALATOR
__
NO. OF ESCALATOR COST/ESCALATOR
FROM PUBLIC FOB TO PLATFORM NO. 1
ON SOUTHERN END
1
RS. 7500000
TOTAL
TOTAL COST OF PROPOSED SOLUTION AT DADAR WESTERN STATION
MRVC
- 28 -
12800
65200
3800
21600
18000
121400
Rs. 3,67,40,400
COST
7500000
7500000
Rs.4,42,40,400
SAY Rs. 4.4Cr

KANDIVALI
LOCATION OF RAILING
BETWEEN PLATFORM NO. 1 AND 2
LENGTH OF RAILING
659 M
661 M
WEIGHT/M
24 KG
24 KG
LOCATION OF RCC WALL
LENGTH OF RCC
WALL
CROSS-SECTIONAL
AERA
SOUTHERN SIDE OF PLATFORM NO. 1
72 M
0.95M2
SOUTHERN SIDE OF PLATFORM NO. 4
75 M
0.95M2
NORTHERN SIDE OF PLATFORM NO. 4
140 M
0.95M2
LOCATION OF FOB
JOINING ALL PLATFORMS
PROPOSED WIDENING OF FOB AT THE
SOUTHERN END
PROPOSED LINK FROM PUBLIC SKYWALK
TO SOUTHERN MOST FOB
PROPOSED EXTENSION TO THE PROPOSED
NORTHERN FOB IN THE EAST
WIDTH
AREA
6M
442 SQ.M
6M
788 SQ.M
6M
145 SQ.M
6M
343 SQ.M
LOCATION OF GREEN PATCH

SOUTH END OF PLATFORM NO. 1
NORTH END OF PLATFROM NO. 1
SOUTH END OF PLATFORM NO. 2 & 3
NORTH END OF PLATFROM NO. 2 & 3
AREA OF GREEN
PATCH
358 SQ.M
234 SQ.M
1466 SQ.M
875 SQ.M
370 SQ.M
PERIMETER OF
RAILING
149 M
76 M
251 M
175 M
112 M
COST/KG
RS. 75
RS. 75
TOTAL
COST
1186200
1189800
2376000
COST/M3
RS.
12000
RS.
12000
RS.
12000
TOTAL
COST/M2
RS.
40000
RS.
40000
RS.
40000
RS.
40000
TOTAL
COST
COST/M2
RS. 400
RS. 400
RS. 400
RS. 400
RS. 400
TOTAL
TOTAL COST AT KANDIVALI STATION
MRVC
- 29 -
820800
855000
1596000
3271800
COST
17680000
31520000
NA
1372000
50572000
COST
143200
93600
186400
350000
148000
921200
62361000
SAY Rs. 6.25Cr

BORIVALI
LOCATION OF RAILING
BESIDES PLATFORM NO 8
BESIDES PLATFORM NO 7
BETWEEN PLATFORM NO.4 AND 5
LENGTH OF
RAILING
295 M
316 M
412 M
624 M
602 M
WEIGHT/M
24 KG
24 KG
24 KG
24 KG
24 KG
LENGTH OF RCC
WALL
CROSS-SECTIONAL
AERA
SOUTHERN SIDE OF PLATFORM NO. 6A

ALONG TRACKS BEYOND PLATFORM 6A
170 M
521 M
COST/KG
RS. 75
RS. 75
RS. 75
RS. 75
RS. 75
TOTAL
COST
531000
568800
741600
1123200
1083600
4048200
COST/M3
COST
0.95M
RS. 12000
1938000
0.95M
RS. 12000
5939400
RS. 12000
TOTAL
3192000
10769400
NORTHERN SIDE OF PLATFORM NO. 6A
280 M
0.95M
REORGANIZATION OF SPACES
NORTH END OF PLATFORM NO.1
SOUTH END OF PLATFORM NO.1
TOTAL
_____________
AREA
225 SQM
505 SQM
COST/M2
RS. 20000
RS. 20000
TOTAL
COST
4500000
10100000
14600000
LOCATION OF FOB
PROPOSED WIDENING OF THE FOB AT
THE SOUTHERN END
PROPOSED FOB WITH ESCALATORS
PROPOSED WIDENING OF CENTRAL
FOB
WIDTH
AREA
COST/M2
COST
3M
567 SQ.M
RS. 40000
22680000
6M
615 SQ.M
RS. 40000
24600000
6M
1220
730 SQM
RS. 40000
TOTAL

NORTH END OF PLATFROM NO. 2 & 3
PROPOSED CENTRAL EAST WEST FOB
AREA OF GREEN
PATCH
670 SQM
375 SQ.M
PERIMETER OF
RAILING
183 M
102 M
__
NO. OF ESCALATOR
4
COST/M2
RS. 400
RS. 400
TOTAL
COST/ESCALATOR
RS. 7500000
TOTAL
TOTAL COST AT BORIVALI STATION
MRVC
- 30 -
48800000
96080000
COST
268000
150000
418000
COST
30000000
30000000
145146200
SAY Rs. 14.5Cr

BHAYANDER
LOCATION OF RAILING
LENGTH OF RAILING
702 M
WEIGHT/M
24 KG

WESTERN SIDE OF PLATFORM NO. 1
LENGTH OF RCC
WALL
866 M
114 M
CROSSSECTIONAL AERA
0.95 SQ.M
0.95 SQ.M
WIDTH
6M
AREA
1283 SQ.M
LOCATION OF FOB
PROPOSED FOB AT THE NORTH END
PROPOSED FLIGHTS TO THE EXISTING
NORTHERN FOB

MIDDLE OF PLATFORM NO. 3 AND 4
194 SQ.M
AREA OF GREEN
PATCH
2711 SQ.M
PERIMETER OF
RAILING
841 M
COST/KG
RS. 75
TOTAL
COST
1263600
1263600
COST/M3
RS. 12000
RS. 12000
TOTAL
COST/M2
RS. 40000
COST
9872400
1299600
11172000
COST
51320000
RS. 40000
TOTAL
7760000
59080000
COST/M2
RS. 400
TOTAL
COST
1084400
1084400
72600000
SAY Rs. 7.2Cr
TOTAL COST AT BHAYANDER STATION
MRVC
- 31 -

VASAI ROAD
LOCATION OF RAILING
LENGTH OF
RAILING
340 M
890 M
WEIGHT/M
24 KG
24 KG
LENGTH OF RCC
WALL
CROSS-SECTIONAL
AERA
141 M
0.95 SQ.M
EASTERN SIDE OF PLATFORM NO. 7
950 M
0.95 SQ.M
LOCATION OF FOB
OF PLATFORM NO. 1
PROPOSED FOB AT MID LENGTH OF
PLATFORM NO.1 AND SKYWALK JOINING
EXTENDING TO PLATFORM NO. 2-3
PROPOSED SKYWALK AND EXTENSION OF
EXISTING
WIDTH
AREA
6M
515 SQ.M
6M
2176 SQ.M
6M
488 SQ.M

AREA OF GREEN
PATCH
1916 SQ.M
PERIMETER OF
RAILING
430 M
TOTAL COST AT VASAI ROAD STATION
MRVC
- 32 -
COST/KG
RS. 75
RS. 75
TOTAL
COST
612000
1602000
2214000
COST/M3
RS.
12000
RS.
12000
TOTAL
COST/M2
RS.
40000
COST
1607400
10830000
12437400
COST
20600000
RS.
40000
87040000
RS.
40000
TOTAL
COST/M2
RS. 400
TOTAL
19520000
127160000
COST
766400
766400
142577800
SAY Rs. 14.5 Cr

NALASOPARA
LOCATION OF RAILING

SOUTHERN SIDE OF PLATFORM
NO. 1
NORTHERN SIDE OF PLATFORM
NO. 1
SOUTHERN SIDE OF PLATFORM
NO. 4
NORTHERN SIDE OF PLATFORM
NO. 4
LENGTH OF
RAILING
538 M
545 M
WEIGHT/M
24 KG
24 KG
LENGTH OF
RCC WALL
COST/KG
RS. 75
RS. 75
TOTAL
COST
968400
981000
1949400
CROSSSECTIONAL AERA
COST/M3
COST
130 M
0.95M2
RS. 12000
1482000
100 M
0.95M2
RS. 12000
1140000
156 M
0.95M2
RS. 12000
1778400
163 M
0.95M2
RS. 12000
TOTAL
1858200
6258600
COST/M2
COST
AREA OF
GREEN
PATCH
PERIMETER OF
RAILING

SOUTH END OF PLATFORM NO. 2 &
3
NORTH END OF PLATFROM NO. 2 &
3
969 SQ.M
219 M
RS. 400
387600
794 SQ.M
216 M
RS. 400
TOTAL
317600
705200
LOCATION OF FOB
WIDTH
AREA
COST/M2
COST
PROPOSED SOUTHERN FLIGHTS TO

THE MIDDLE FOB. (3 NOS)
2.2
93 M2
RS. 400000
TOTAL
TOTAL COST OF PROPOSED SOLUTION AT NALASOPARA STATION
N.A.
N.A.
Rs.89,13,200
SAY Rs. 0.9Cr
MRVC
- 33 -

DADAR CENTRAL
LOCATION OF RAILING
LOCATION OF R.C.C. WALL

ALONG THE LENGTH OF PLATFORM NO. 1
AND 2
LOCATION OF FOB
WIDENING OF NORTH END FOB
EXTENTION OF SOUTH END 2ndF.O.B. OF
WESTERN RAILWAYTO THE CENTRAL
RAILWAY
EXTENDING PROPOSED NORTHERN FOB OF
DADAR WESTERN TO DADAR CENTRAL
SKYWALK CONNECTING CENTRAL FOB TO
EXISTING NORTHERN FOB
SKYWALK CONNECTING PROPOSED
NORTHERN FOB TO EXISTING NORTHERN
FOB
EXTENDED AREA NEAR EXISTING ELEVATED
TICKET COUNTER, ADJACENT TO
SOURTHERN FOB
LENGTH OF
RAILING
341M
640M
WEIGHT/M
24 KG
24 KG
LENGTH OF
R.C.C. WALL
CROSSSECTIONAL AERA
COST/KG
RS. 75
RS. 75
TOTAL
COST
613800
1152000
1765800
COST/M3
COST
0.95M2
RS. 12000
TOTAL
4902000
4902000
AREA
COST/M2
COST
6M
1020M
RS. 40000
40800000
9.3 M
1348M2
RS. 40000
53940000
6M
741M2
RS. 40000
29640000
6M
246M2
RS. 40000
9840000
4M
184M2
_________
420M2
430M
WIDTH
RS. 40000
TOTAL COST OF PROPOSED SOLUTION AT DADAR CENTRAL STATION

LOCATION OF LIFT
__
NO. OF LIFTS
NEAR PARCEL OFFICE AT NORTHERN END IN
KALYAN WEST
3
NEAR RMS OFFICE AT NORTHERN END IN
KALYAN EAST
2
7360000
RS. 40000
16800000
TOTAL
158380000
RS.16,50,47,800
COST/LIFT
RS.
6000000
RS.
6000000
TOTAL
COST
TOTAL COST OF PROPOSED SOLUTION AT DADAR CENTRAL STATION
18000000
12000000
30000000
Rs.19,50,47,800
SAY Rs. 19.5Cr
MRVC
- 34 -

KURLA
LOCATION OF RAILING
BETWEEN PLATFORM NO. 8 AND KURLA EAST
LENGTH OF
RAILING
375 M
570 M
540 M
710 M
WEIGHT/M
24 KG
24 KG
24 KG
24 KG
AREA OF GREEN
PATCH
180 SQ.M.
54 SQ.M.
210 SQ.M.
COST/KG
RS. 75
RS. 75
RS. 75
RS. 75
TOTAL
COST
675000
1026000
972000
1278000
3951000
PERIMETER
OF FENCING
62 M
35 M
77 M
COST/M2
RS. 400
RS. 400
RS. 400
COST
72000
21600
84000
710 SQ.M.
125 M
RS. 400
284000
388 SQ.M.
720 SQ.M.
1455 SQ.M.
115 M
265 M
320 M
RS. 400
RS. 400
RS. 400
TOTAL
155200
288000
582000
1486800
LENGTH OF
R.C.C. WALL
320 M
355 M
330 M
365 M
CROSSSECTIONAL
AERA
0.95M2
0.95M2
0.95M2
0.95M2
LOCATION OF FOB
SKYWALK CONNECTING TWO CENTRAL FOB
NORTH END OF KURLA STATION NEAR
MOSQUE
FOB AT SOUTHERN END OF KURLA STATION
SKYWALK PARALLEL TO KURLA EAST
WIDTH
6M
AREA
390M2
COST/M3
RS. 12000
RS. 12000
RS. 12000
RS. 12000
TOTAL
COST/M2
RS. 40000
COST
3648000
4047000
3762000
4161000
15618000
COST
15600000
4.5 M
6M
6M
985.5M2
744M2
3684M2
REORGANIZATION OF SPACES
NORTH END OF PLATFORM NO. 1 OR ABOVE
KURLA EAST TICKET BOOKING OFFICE
RELOCATE OHE WORKSHOP AT SOUTHERN
END OF PLATFORM NO. 1
_______
AREA
RS. 40000
RS. 40000
RS. 40000
TOTAL
COST/M2
39420000
29760000
147360000
232140000
COST
290M2
RS. 20000
5800000
_______
_______
TOTAL

NORTH END OF PLATFORM NO. 3/4
BETWEEN PLATFORM NO. 8 AND KURLA EAST
AT NORTHERN END
SOUTH END OF PLATFORM NO. 3/4

NORTHERN END OF KURLA WEST
NORTHERN END OF KURLA EAST
SOUTHERN END OF KURLA WEST
SOUTHERN END OF KURLA EAST
TOTAL COST OF PROPOSED SOLUTION AT KURLA STATION

NO. OF
__
ESCALATOR
NORTHERN END FOB TO EAST SIDE EXIT
2
SOUTHERN END PROPOSED FOB
6
COST/ESCALATOR
RS. 7500000
RS. 7500000
TOTAL
TOTAL COST OF PROPOSED SOLUTION AT KURLA STATION
MRVC
- 35 -
5000000
10800000
263995800
COST
15000000
45000000
60000000
323995800
SAY Rs. 32.3Cr

KANJURMARG

NORTH END OF PLATFORM
NO. 1/2
SOUTH END OF PLATFORM
NO. 1/2

WEST SIDE OF KANJURMARG
STATION
EAST SIDE OF KANJURMARG
STATION
AREA OF
GREEN PATCH
PERIMETER OF
FENCING
COST/M2
COST
861 SQ.M.
192 M
RS. 400
344400
1412 SQ.M.
336 M
RS. 400
TOTAL
564800
909200
LENGTH OF
R.C.C. WALL
CROSSSECTIONAL
AERA
COST
850 M
0.95M2
700 M
0.95M2
COST/M3
RS.
12000
RS.
12000
TOTAL
COST/M2
RS.
2
6M
1362M
40000
RS.
3.8 M
189M2
40000
TOTAL
TOTAL COST OF PROPOSED SOLUTION AT KANJURMARG STATION
LOCATION OF FOB
SKYWALK PARALLEL TO
EASTERN BOUNDARY
WIDENING OF NORTH END
FOB
WIDTH
AREA
9690000
7980000
17670000
COST
54480000
7554400
62034400
Rs.8,06,13,600
SAY Rs. 8.1Cr
MRVC
- 36 -

THANE
LOCATION OF RAILING
LENGTH OF
RAILING
250M
370 M
620 M
490 M
WEIGHT/M
24 KG
24 KG
24 KG
24 KG
COST/KG
RS. 75
RS. 75
RS. 75
RS. 75
TOTAL
COST
450000
666000
1116000
882000
3114000
COST/M2
RS. 400
RS. 400
RS. 400
RS. 400
RS. 400
TOTAL
COST
379200
80800
54000
160000
72000
746000
COST/M3
COST
0.95M
RS. 12000
3648000
0.95M
RS. 12000
3363000
0.95M
RS. 12000
2964000
RS. 12000
TOTAL
3876000
13851000
COST/M2
COST
RS. 40000
30160000

AREA OF GREEN
PATCH
948 SQ.M.
202 SQ.M.
135 SQ.M.
400 SQ.M.
180 SQ.M.
PERIMETER OF
FENCING
361 M
80 M
65 M
170 M
62 M
LENGTH OF
R.C.C. WALL
CROSSSECTIONAL AERA
NORTHERN END OF THANE WEST

NORTHERN END OF THANE EAST
SOUTHERN END OF THANE WEST
320 M
295 M
260 M
SOUTHERN END OF THANE EAST
340 M
0.95M
LOCATION OF FOB
WIDTH
AREA
SOUTHERN END OF THANE STATION

EXISTING SOUTHERN FOB
CENTRAL FOB (ALREADY SANCTIONED)
6.5 M
754M
1M
67M
6.5 M
RS. 40000
2680000
715M
RS. 40000
N.A.
RS. 40000
8800000
RS. 40000
TOTAL
16800000
58440000
COST/ESCALATOR
RS. 7500000
TOTAL
COST
15000000
15000000
91151000
SAY Rs. 9.1Cr
WIDENING OF EXISTING NORTHERN FOB
2M
220M
WIDENING OF EXISTING NORTHERN END

B.M.C. FOB AND PROVIDE LANDING
2.4 M
420M2
__
NO. OF
ESCALATOR
2
CENTRAL FOB TO PLATFORM NO 7/8
TOTAL COST OF PROPOSED SOLUTION AT THANE STATION
MRVC
- 37 -

THAKURLI
AREA OF GREEN
PATCH
528 SQ.M.
4000 SQ.M.
PERIMETER OF
FENCING
176 M
581M
LENGTH OF R.C.C.
WALL
CROSSSECTIONAL AERA
COST/M2
RS. 400
RS. 400
TOTAL
COST
211200
1600000
1811200
COST/M3
COST
RS. 12000
7410000
WEST SIDE OF THAKURLI STATION
650 M
0.95M
EAST SIDE OF THAKURLI STATION
800 M
0.95M2
RS. 12000
TOTAL
9120000
16530000
LOCATION OF FOB
WIDTH
AREA
COST/M2
COST
RS. 40000
12960000
WIDEN SOUTH END FOB OF THAKURLI STATION
6M
324M
PROPOSED NORTHERN END FOB
6M
480M2
RS. 40000
TOTAL
19200000
32160000
LOCATION OF ROB
AROUND 600M AWAY FROM NORTH END OF
STATION
WIDTH
AREA
COST/M2
COST
12M
810M2
RS. 40000
TOTAL
N.A.
N.A.
50501200
TOTAL COST AT THAKURLI STATION
SAY Rs. 5.1Cr
MRVC
- 38 -

KALYAN
LENGTH OF
RAILING
WEIGHT/M
COST/KG
COST
136.65 M
704.5 M
812 M
710 M
24 KG
24 KG
24 KG
24 KG
RS. 75
RS. 75
RS. 75
RS. 75
TOTAL
245970
1268100
1461600
1278000
4253670

NORTH END OF PLATFORM NO. 1A
AREA OF GREEN
PATCH
254 SQ.M.
328 SQ.M.
1050 SQ.M.
PERIMETER
OF FENCING
105 M
135 M
379 M
COST/M2
RS. 400
RS. 400
RS. 400
TOTAL
COST
101600
131200
420000
652800
LENGTH OF R.C.C.
WALL
CROSSSECTIONAL
AERA
COST/M3
COST
NORTHERN END OF KALYAN WEST
202 M
0.95M2
RS. 12000
2302800
EASTERN SIDE OF KALYAN STATION
550 M
0.95M
RS. 12000
TOTAL
6270000
8572800
LOCATION OF FOB
WIDTH
AREA
COST/M2
COST
SOUTHERN END OF KALYAN STATION
6M
337.2 M2
RS. 40000
13488000
NORTHERN END OF KALYAN STATION

SKYWALK AT NORTHERN CONNECTING
RAILWAY HOSPITAL
9M
275.1 M2
RS. 40000
22004000
6M
140 M2
LOCATION OF LIFT
NEAR PARCEL OFFICE AT NORTHERN END IN
KALYAN WEST
NEAR RMS OFFICE AT NORTHERN END IN
KALYAN EAST
__
NO. OF LIFTS
RS. 40000
TOTAL
COST/LIFT
5600000
41092000
COST
RS. 6000000
6000000
RS. 6000000
TOTAL
6000000
12000000
SOUTHERN FOB TO PLATFORM NO. 4/5
__
COST/ESCALATOR
RS. 7500000
TOTAL
COST
15000000
15000000
81571270
LOCATION OF RAILING
BEYOND PLATFORM NO. 1A ON NORTHERN
SIDE
BETWEEN PLATFORM NO. 1A AND 2
NO. OF
ESCALATOR
2
TOTAL COST AT KALYAN STATION
SAY Rs. 8.2Cr
MRVC
- 39 -

6.0 SUMMARY OF SOLUTIONS & COST:

WESTERN RAILWAY
Sr Name of
No station
F.O.B Track
(Nos.) divider/
Railing
(Length
in
Meter)
3
100
Boundary Green Reorganization

wall
Patch
of spaces
(Length
(Area in SQM)
in
(Area
Meter )
in
SQM)
Lift
Nos
135
305
587
NIL
4.4 Cr
NIL
6.25 Cr
01
Dadar
Western
02
Kandivali
1320
287
2933
NIL
NIL
03
Borivali
2294
971
1045
730
NIL
04
Bhayandar
05
06
Approx. Cost
(Cost breakup
is available in
the annexure)
14.5 Cr
702
980
2711
NIL
NIL
NIL
7.2 Cr
Vasai Road 3
1230
1091
1916
NIL
NIL
NIL
14.5 Cr
Nalasopara 1
1083
549
1763
NIL
NIL
NIL
TOTAL
0.9 Cr
47.75 Cr
MRVC
Escalators
- 40 -
Reference
(Drawing nos)
JJC/MRVC/GAD/DDR_1
JJC/MRVC/GAD/DDR_2
JJC/MRVC/GAD/DDR_3
JJC/MRVC/GAD/DDR_4
JJC/MRVC/GAD/KAN_1
JJC/MRVC/GAD/KAN_2
JJC/MRVC/GAD/BVI_1
JJC/MRVC/GAD/BVI_2
JJC/MRVC/GAD/BVI_3
JJC/MRVC/GAD/BVI_4
JJC/MRVC/GAD/BYR_1
JJC/MRVC/GAD/BYR_2
JJC/MRVC/GAD/BS_1
JJC/MRVC/GAD/BS_2
JJC/MRVC/GAD/NAL_1

NOTE: Cost of two mid-section FOBs, one at KILE(South) and one at BSR(North) is included in the cost of works at KILE and BSR
respectively. One Subway is proposed between Bandra and Khar at km 15/9-10 (LC no 19) costing 5.9 Crore.
CENTRAL RAILWAY
Sr
No
Name of
station
FOB
(nos)
Bound
ary
wall
(Lengt
h in
Meter)
Gree Reorgani Lift

n
zation of (Nos)
Patch spaces
(Area in
(Area
SQM)
in
SQM)
Escalator
s
Track
divid
er/
Railin
g
(Len
gth
in
Mete
r)
981
01
Dadar
Central
02
03
Approx. Cost
(Details are
available in
the
annexure)
Reference
(Drawing nos)
430
NIL
420
NIL
19.5 Cr
JJC/MRVC/GAD/DDRC_1
JJC/MRVC/GAD/DDRC_2
JJC/MRVC/GAD/DDRC_3
Kurla
2195
1370
3717
290+
NIL
32.3 Cr
NIL
NIL
NIL
8.1 Cr
JJC/MRVC/GAD/CLA_1
JJC/MRVC/GAD/CLA_2
JJC/MRVC/GAD/KJMG_1
NIL
1550
2273
04
Kanjurmar
g
Thane
1730
1215
1865
NIL
NIL
9.1Cr
05
Thakurli
06
Kalyan
2
NIL
(1ROB)
3
2365
1450
4528
NIL
NIL
NIL
5.1 Cr
752
1633
NIL
NIL
8.2 Cr
TOTAL
MRVC
- 41 -
82.3 Cr
JJC/MRVC/GAD/TNA_1
JJC/MRVC/GAD/TNA_2
JJC/MRVC/GAD/THK_1
JJC/MRVC/GAD/KYN_1
JJC/MRVC/GAD/KYN_2

7.0 CONCLUSIONS
In totality of 116 number of stations from central, western and harbour lines of
Mumbai, we have tackled 11 stations. Trespassing is a vast problem which occurs on
almost every station of the railway corridor in Mumbai. The studies carried out by Sir
J.J. College of architecture consultancy cell actually caters to the most trespassed
locations on the western and central lines in Mumbai.
Implementation of our solution will decrease the number of injuries and casualties
due to trespassing at the chosen 11 stations by 75-80%.
Preventive measures suggested will be effective if enough amenities are provided to

the commuters for comfortable movement on railway stations. This is proved by the
following experience :
At the start of the study in March 2011, HEAVY TRESPASSING was observed at
southern end of NALASOPARA STATION which has been tackled by providing a
facility to the commuters in the form of FOB along with preventive measures viz.
railings, R.C.C. wall.
The site visit in June 2012 revealed a decrease in trespassing by 90% at the observed
trouble spot as during the last one and a half year Western Railway has already
constructed the suggested FOB.
The modules of our solutions like the design of green patch, fob, railing and rcc wall
could be used as a prototype to be replicated on all stations. The implementation of the
prototype may be altered according to site specification.
MRVC
- 42 -

Project team: Sir J. J. College Of Architecture, Mumbai

Prof. Rajiv Mishra
Prof. Ketan Rami
Prof. Sarvesh Nandgirikar (Visiting faculty)
With assistance of following Fourth Year Students of Architecture :

Mahek Chheda
Vallabh Vishwanathan
Kalpesh Mahajan
Mithilesh Jadhav
Akhil Mane
Komal Koli
Chinmay Mayekar
Jui Katrekar
MRVC
- 43 -

DECLARATION
All the Research and Documentation work contained in the
report belongs to Mumbai Railway Vikas Corporation (MRVC) and the same
shall not be reproduced and reprinted without prior permission. All the data
collected for the research have been acknowledged. All the primary and
secondary surveys carried out can be substantiated accordingly as and when
required. All the drawings in the report bear the copyright of Sir J. J.
Consultancy Cell. All written dimensions in the drawings should be followed.
The report does not take any responsibility towards its implementation.
The decision with respect to the report and its use have been vested completely
with its right for any changes with MRVC.
MRVC
- 44 -
PREFACE
Every year many people lose their lives on the Mumbai Suburban
Railway tracks as victims of trespassing and statistics show that an equal
number of people are injured. The casualty every day on this account is
reported to be 10 to 12. Out of this, in 3 to 4 cases victims are not easily
identified. Government Railway Police (GRP) is going to provide a portal
for identification of victims shortly. The above statistics speak the gravity
of the problem.
This project is a study on trespassing over Railway tracks in the
Mumbai Suburban area and the proposed remedial measures thereon. The
project aims at reducing the number of Deaths and Injuries caused every
year due to trespassing over railway tracks.
Five of the most trespassed stations each on the Western and the
Central Railway along with Dadar Western and Dadar Central were
shortlisted for conducting a detailed study with respect to the troublespots. On analyzing the Reasons for Trespassing after an Interaction
with Commuters, Solutions pertaining to 5 major interventions viz. Foot
Over Bridges (FOB), Railing (between two tracks called the track
divider), R.C.C. boundary walls, Green patches and Re-organization of
built spaces have been proposed at the identified trouble spots.
This report is a compilation of Initial reports, the Identified
Trouble-spots at the selected stations, the proposed Solutions with
respect to the trouble spots, the General Arrangement Drawings
(GADs) and the Financial Estimate of the proposals.
As an institution for architecture, we believe that if we change the
way we look at things, the things we look at, change.
Rajiv Mishra.
Director,
Sir J.J. College of Architecture
Consultancy Cell.
ACKNOWLEDGEMENTS
We wish to begin by thanking Shri.P.C.Sehgal, the then M.D. of
the Mumbai Railway Vikas Corporation (MRVC) for appointing Sir J.J.
College of Architecture Consultancy Cell to do this prestigious project.
We are thankful to Shri P.K.Sharma, director project and subsequently
M.D of MRVC, for his constant guidance during the initial stages of the
study, and Shri Rakesh Saksena, present M.D. of MRVC, for his approval
of the study.
We wish to thank our Hon. V.C. of Mumbai University Dr. Rajan
Welukar who gave us the permission to carry out the study.
We are also grateful to Shri Naresh Chandra, Director Technical of
MRVC for helping us out with the technical difficulties that we faced
during the solution stage and Shri N.M.Mishra, Director Finance, for
guiding and supporting the project. We also appreciate the support of Shri
D. K. Saini, CPM civil, at all stages of our project and Shri Ravi
Agrawal, CEE III, for arranging meetings with the ground level executive
teams of the Western and Central Railways, to decide the feasibility of
the solutions.
We are gratified for the extensive support and co-ordination of Shri
Anang P. Malik, Dy.CPM III and Shri M. M. Zade, AEN III (Projects)
towards data required for the study. We also thank them for scheduling
meetings and site visits and also accompanying the Consultancy team
whenever asked for. We appreciate their valuable feedback which
enriched the reports at various stages. A special thanks to Shri Dhananjay
Singh, Dy.CPM/C/I for his valuable contribution at the final stages and
accompanying us for site visits.
We are grateful to the World Bank team led by Shri Atul Agrawal
task team leader of MUTP, Shri Satya Mishra, Shri H.B. Singh; and GM
Central Railway, Shri Subodh K. Jain, and GM Western Railway, Shri
Mahesh Kumar for their valuable feedback and appreciation.
We wish to thank Shri B.K.Jha, Dy.CE/MRVC, Shri L.N.Rao,
DEN/ESTATE/NORTH/BCT Western Railway, Shri A.K.Pandey,
DEN/CSTM Central Railway and Shri Arun Kumar, AEN/Speacial
Works/CSTM Central Railway, for their support.
The acknowledgment is incomplete without a vote of thanks to the

RPF and GRP staff of Western Railway and Central Railway, the Station
Staff of Mumbai Suburban stations of Western Railway and Central
Railway.
We cannot stop ourselves from thanking the general public with
whom we interacted during our primary survey at various locations of
railway stations and those who directly and indirectly have supported this
study.
Rajiv Mishra.
Director,
Sir J.J. College of Architecture
Consultancy Cell.
FINAL REPORT
CONTENT
Vol. I
-Executive Summary
Western Railway
Vol. II
-Dadar
Vol. III
-Kandivali
Vol. IV
-Borivali
Vol. V
-Bhayander
Vol. VI
-Vasai Road
Vol. VII
-Nalasopara
Central Railway
Vol. VIII -Dadar
Vol. IX
-Kurla
Vol. X
-Kanjurmarg
Vol. XI
-Thane
Vol. XII
-Thakurli
Vol. XIII -Kalyan
Vol. XIV
-Annexure

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Consultancy for study on Trespassing over Railway

Track in Mumbai Suburban area & remedial measures

Aims & Objectives

The proposed methodology for study

Methodology followed for study

Limitations of the study

Probable Reasons of Trespassing

Initial field survey Observations

Identification of trouble spots

3.3 General observations with respect to locations of trouble spots at the

4.0 Station wise solutions at the identified trouble spots

Solutions for Dadar western station

Solutions for Dadar central station

Solutions for Kandivaliv station

Solutions for Borivali station

Solutions for Bhayander station

Solutions for Vasai road station

Solutions for Nalasopara station

Solutions for Kurla station

Solutions for Kanjurmarg station

Solutions for Thane station

Solutions for Thakurli station

Solutions for Kalyan station

Executive summary on Trespassing over Railway Track in Mumbai Suburban area

Sir JJCOA Consultancy Cell

Executive summary on Trespassing over Railway Track in Mumbai Suburban area

Aims & Objectives

Sir JJCOA Consultancy Cell

Executive summary on Trespassing over Railway Track in Mumbai Suburban area

1.2 The proposed methodology for study:

Survey of Existing facilities & observations.

Interaction with Technical persons in both Central & Western railways.

Sir JJCOA Consultancy Cell

Executive summary on Trespassing over Railway Track in Mumbai Suburban area

1.3 Methodology followed for study:

Sir JJCOA Consultancy Cell

Executive summary on Trespassing over Railway Track in Mumbai Suburban area

Implementation of our solution will decrease the number of injuries and

Preventive measures suggested will be effective if enough amenities are

Sir JJCOA Consultancy Cell

Executive summary on Trespassing over Railway Track in Mumbai Suburban area

2.0 Preliminary Survey

Office going people

School & college going students

Luggage carrying people

Long distance travellers

2.1 Probable Reasons of Trespassing

Last minute announcement of change in the platform schedule for arrival /

Sir JJCOA Consultancy Cell

Executive summary on Trespassing over Railway Track in Mumbai Suburban area

Exceptional circumstances like medical emergency, person with heavy

Rag pickers are regular trespassers.

Inadequate height of fencing between tracks encourages people to jump from

People travelling without proper ticket trespass in order to avoid T.C.

People trespass at certain locations in order to save octroi tax.

People are accustomed to trespassing and it has become a default behavioral

No proper access provided to human settlements due to which residents have

Sir JJCOA Consultancy Cell

Executive summary on Trespassing over Railway Track in Mumbai Suburban area

2.2 Initial field survey Observations

Due to lack of common standard practices (announcements, indicator systems,

Sir JJCOA Consultancy Cell

Executive summary on Trespassing over Railway Track in Mumbai Suburban area