DMIC Final Report Maharashtra 031109

CONTENTS
ABBREVIATIONS
MAIN REPORT
1
STUDY SCOPE AND APPROARCH ............................................................................................................................................1-1
CHARACTERISTICS OF INFLUENCE REGION OF DMIC IN MAHARASHTRA........................................................................2-1
1.1
1.2
1.2.1
1.2.2
1.2.3
1.3
1.3.1
1.3.2
1.3.3
1.4
1.5
BACKGROUND..................................................................................................................................................................................................... 1-1
OBJECTIVES, SCOPE AND STUDY MILESTONES ........................................................................................................................................... 1-2
OBJECTIVES ........................................................................................................................................................................................................ 1-2
SCOPE OF SERVICES......................................................................................................................................................................................... 1-2
STUDY MILESTONES .......................................................................................................................................................................................... 1-3
STUDY APPROACH ............................................................................................................................................................................................. 1-3
DMIC-PROPOSED KEY PROJECT INITIATIVES................................................................................................................................................ 1-3
MAPPING OF SITUATION ASSESSMENT.......................................................................................................................................................... 1-4
CONSULTATION PROCESS................................................................................................................................................................................ 1-4
STUDY METHODOLOGY..................................................................................................................................................................................... 1-5
REPORT STRUCTURE ........................................................................................................................................................................................ 1-6
2.1
2.2
2.2.1
2.2.2
2.3
2.4
2.4.1
2.5
2.6
2.6.1
2.6.2
2.6.3
2.7
2.7.1
2.7.2
2.7.3
2.8
INTRODUCTION................................................................................................................................................................................................... 2-1
DELINEATION OF DMIC INFLUENCE REGION ................................................................................................................................................. 2-1
IDENTIFICATION OF SEARCH ZONE................................................................................................................................................................. 2-1
DELINEATION OF INFLUENCE REGION............................................................................................................................................................ 2-4
ASSESSMENT OF SUB-ZONES-INDICATORS .................................................................................................................................................. 2-6
DEMOGRAPHIC AND SOCIAL CHARACTERISTICS ......................................................................................................................................... 2-6
URBANISATION CHARACTERISTICS .............................................................................................................................................................. 2-10
LANDUSE & LAND VALUE CHARACTERISTICS ............................................................................................................................................. 2-13
ECONOMY.......................................................................................................................................................................................................... 2-14
WORKERS.......................................................................................................................................................................................................... 2-14
INDUSTRIAL ACTIVITY...................................................................................................................................................................................... 2-14
AGRICULTURAL ACTIVITY ............................................................................................................................................................................... 2-16
INFRASTRUCTURE ........................................................................................................................................................................................... 2-18
POWER AVAILABILITY ...................................................................................................................................................................................... 2-18
WATER AVAILABILITY....................................................................................................................................................................................... 2-18
TELECOMMUNICATION NETWORK................................................................................................................................................................. 2-22
SWOT OF DELINEATED INFLUENCE REGION ............................................................................................................................................... 2-24
DMIC INFLUENCE REGION- IDENTIFICATION OF POTENTIAL URBAN NODES ...................................................................3-1
REGIONAL PERSPECTIVE STRATEGY FOR DMIC INFLUENCE REGION..............................................................................4-1
3.1
3.2
3.3
3.3.1
3.3.2
3.3.3
3.4
3.4.1
3.4.2
4.1
4.2
4.2.1
4.2.2
4.2.3
4.3
4.4
INTRODUCTION................................................................................................................................................................................................... 3-1
IDENTIFICATION OF POTENTIAL URBAN NODES IN SUB-REGIONS ............................................................................................................ 3-1
CHARACTERISTICS OF POTENTIAL URBAN GROWTH NODES .................................................................................................................... 3-2
DEMOGRAPHIC AND SOCIAL CHARACTERISTICS ......................................................................................................................................... 3-2
ECONOMIC CHARACTERISTICS........................................................................................................................................................................ 3-3
INFRASTRUCTURE CHARACTERISTICS .......................................................................................................................................................... 3-5
SCREENING OF POTENTIAL URBAN CENTRES .............................................................................................................................................. 3-6
CATEGORISATION OF POTENTIAL URBAN NODES........................................................................................................................................ 3-6
INVESTMENT REGION CLUSTERING................................................................................................................................................................ 3-6
INTRODUCTION................................................................................................................................................................................................... 4-1
COMPONENTS OF REGIONAL PERSPECTIVE STRATEGY ............................................................................................................................ 4-1
PLANNING OF ECONOMIC ACTIVITIES ............................................................................................................................................................ 4-1
POPULATION AND EMPLOYMENT PROJECTIONS.......................................................................................................................................... 4-1
INTRA REGION DEVELOPMENT STRATEGY.................................................................................................................................................... 4-1
POTENTIAL URBAN NODES-PLANNING OF ECONOMIC ACTIVITIES............................................................................................................ 4-2
POPULATION AND EMPLOYMENT PROJECTIONS.......................................................................................................................................... 4-4
LEA Associates South Asia Pvt. Ltd.
FINAL REPORT
Regional and Transport Perspective Strategy for DMIC Influence Region in Maharashtra
Contents
4.4.1
4.4.2
4.5
EMPLOYMENT AND AREA PROJECTIONS........................................................................................................................................................4-4

POPULATION PROJECTIONS .............................................................................................................................................................................4-8
INTRA REGION DEVELOPMENT STRATEGY ....................................................................................................................................................4-9
TRANSPORT INFRASTRUCTURE AND NETWORK DEVELOPMENT STRATEGY .................................................................5-1
5.1
5.2
5.3
5.4
5.5
5.6
INTRODUCTION ...................................................................................................................................................................................................5-1
ROAD NETWORK DEVELOPMENT STRATEGY ................................................................................................................................................5-2
RAIL NETWORK AND TERMINAL DEVELOPMENT STRATEGY.....................................................................................................................5-20
PORT CONNECTIVITY DEVELOPMENT...........................................................................................................................................................5-24
AIRPORT DEVELOPMENT.................................................................................................................................................................................5-27
SUMMARY AND CONCLUSIONS.......................................................................................................................................................................5-29
COST ESTIMATES FOR TRANSPORT INFRASTRUCTURE DEVELOPMENT.........................................................................6-1
6.1
6.2
INTRODUCTION ...................................................................................................................................................................................................6-1
COST ESTIMATES FOR INFRASTRUCTURE DEVELOPMENT.........................................................................................................................6-1
TABLES
TABLE 1-1: SIX PROPOSED INVESTMENT REGIONS AND INDUSTRIAL AREAS ALONG DMIC BY DMICDC ............................................................................ 1-2
TABLE 1-2: DMIC-PROPOSED KEY PROJECT INITIATIVES............................................................................................................................................................. 1-3
TABLE 2-1: DISTRICTS COVERED UNDER SEARCH ZONE............................................................................................................................................................. 2-3
TABLE 2-2: TALUKAS COVERED UNDER EACH ZONES .................................................................................................................................................................. 2-4
TABLE 2-3: SALIENT CHARACTERISTICS OF EACH ZONE ............................................................................................................................................................. 2-6
TABLE 2-4: ASPECTS AND INDICATORS FOR ASSESSMENT ........................................................................................................................................................ 2-7
TABLE 2-5: DEMOGRAPHIC CHARACTERISTICS- SUB ZONES ...................................................................................................................................................... 2-7
TABLE 2-6: INDICATORS FOR ASSESSMENT OF DEVELOPMENT STATUS ............................................................................................................................... 2-11
TABLE 2-7: LAND USE CHARACTERISTICS (PERCENT)................................................................................................................................................................ 2-13
TABLE 2-8: INDUSTRIAL AREA CHARACTERISTICS ...................................................................................................................................................................... 2-14
TABLE 2-9: INDUSTRIAL ACTIVITY SPECIALISATION .................................................................................................................................................................... 2-14
TABLE 2-10: CATEGORIES OF WATER AVAILABILITY ................................................................................................................................................................... 2-18
TABLE 2-11: SWOT ASSESSMENT ................................................................................................................................................................................................... 2-24
TABLE 3 1: ASPECTS AND ASSUMPTIONS-SCREENING OF POTENTIAL URBAN CENTRES ..................................................................................................... 3-1
TABLE 3 2: POTENTIAL URBAN GROWTH NODES........................................................................................................................................................................... 3-2
TABLE 3 3: DEMOGRAPHIC CHARACTERISTICS- SUB ZONES (POPULATION FIGURES FOR MMR ARE EXCLUDING GREATER MUMBAI) ....................... 3-3
TABLE 3 4: GENDER RATIO AND LITERACY RATE IN URBAN SETTLEMENTS, 2001................................................................................................................... 3-3
TABLE 3 5: WORKFORCE PARTICIPATION RATE-2001. .................................................................................................................................................................. 3-3
TABLE 3 6: OCCUPATION STRUCTURE OF URBAN CENTRES BY SUB-ZONE, 2001................................................................................................................... 3-3
TABLE 3 7: WATER SUPPLY COVERAGE ......................................................................................................................................................................................... 3-5
TABLE 3 8: SANITATION COVERAGE IN URBAN CENTRES, 2001 .................................................................................................................................................. 3-5
TABLE 3 9: DRAINAGE COVERAGE IN URBAN CENTRES, 2001..................................................................................................................................................... 3-5
TABLE 3 10: ROAD CONNECTIVITY TO URBAN SETTLEMENTS ................................................................................................................................................... 3-5
TABLE 3 11: SETTLEMENTS CATEGORY .......................................................................................................................................................................................... 3-6
TABLE 3 12: CLUSTERS OF URBAN SETTLEMENTS........................................................................................................................................................................ 3-6
TABLE 4-1: INDUSTRIAL ACTIVITIES FOR ZONES IN INFLUENCE AREA ...................................................................................................................................... 4-2
TABLE 4-2: UNIT SIZE AND EMPLOYMENT PER HECTARE BY TYPE OF INDUSTRY................................................................................................................... 4-4
TABLE 4-3: AREA AND EMPLOYMENT PROJECTION- ALWADI-DAHANU-TARAPUR .................................................................................................................. 4-4
TABLE 4-4: AREA AND EMPLOYMENT PROJECTION- IGATPUR-SINNAR-PEINT ........................................................................................................................ 4-5
TABLE 4-5: AREA AND EMPLOYMENT PROJECTION- PUNE-RANJANGAON-SHIRUR................................................................................................................ 4-5
TABLE 4-6: AREA AND EMPLOYMENT PROJECTION- DIGHI-MHASLA-TALA............................................................................................................................... 4-6
TABLE 4-7: AREA AND EMPLOYMENT PROJECTION- MALEGAON............................................................................................................................................... 4-6
TABLE 4-8: AREA AND EMPLOYMENT PROJECTION- AHMEDNAGAR ......................................................................................................................................... 4-7
TABLE 4-9: AREA AND EMPLOYMENT PROJECTION- SATARA..................................................................................................................................................... 4-7
TABLE 4-10: AREA AND EMPLOYMENT PROJECTIONS-TOTAL INVESTMENT REGION.............................................................................................................. 4-7
TABLE 4-11: POPULATION PROJECTIONS- INVESTMENT REGIONS ............................................................................................................................................ 4-8
TABLE 4-12: OVERALL POPULATION PROJECTIONS ...................................................................................................................................................................... 4-8
TABLE 4-13: URBAN POPULATION PROJECTIONS .......................................................................................................................................................................... 4-9
TABLE 4-14: STRATEGY FOR REGIONAL DEVELOPMENT............................................................................................................................................................ 4-10
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GOVERNMENT OF MAHARASHTRA
Mumbai Metropolitan Region Development Authority
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TABLE 5-1: ROAD NETWORK CHARACTERISTICS (LENGTH IN KMS) - SEARCH ZONE & INFLUENCE AREA OF DMIC WITHIN MAHARASHTRA STATE.. 5-2
TABLE 5-2: ONGOING PROJECTS UNDERTAKEN BY MSRDC (RS. CRORES).............................................................................................................................. 5-4
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TABLE 5-3: ONGOING PROJECTS UNDERTAKEN BY MMRDA IN MMR (RS. CRORES) ............................................................................................................... 5-4
TABLE 5-4: INVESTMENT REGIONS AND NODES ESTIMATED AREA, POPULATION AND EMPLOYMENT ............................................................................ 5-5
TABLE 5-5: ROAD TRANSPORT NETWORK UPGRADATION AND DEVELOPMENT 2008-2021................................................................................................. 5-6
TABLE 5-6: PROPOSED ROAD TRANSPORT NETWORK HORIZON YEAR 2031 ...................................................................................................................... 5-16
TABLE 5-7: PROPOSED ROAD TRANSPORT NETWORK HORIZON YEAR 2021 ...................................................................................................................... 5-17
TABLE 5-8: RAIL NETWORK CHARACTERISTICS OF SEARCH ZONE AND INFLUENCE AREA OF DMIC WITHIN MAHARASHTRA STATE ......................... 5-20
TABLE 5-9: ONGOING RAILWAY WORKS IN THE MAHARASHTRA STATE .................................................................................................................................. 5-20
TABLE 5-10: ONGOING RAILWAY WORKS UNDER METROPOLITAN URBAN TRANSPORT PROJECT.................................................................................... 5-22
TABLE 5-11: PROPOSED RAIL CORRIDORS AND PHASING ......................................................................................................................................................... 5-23
TABLE 5-12: PROPOSED RAIL CORRIDORS AND PHASING ......................................................................................................................................................... 5-23
TABLE 5-13: OPERATIONAL CHARACTERISTICS OF MAJOR PORTS OF MAHARASHTRA STATE .......................................................................................... 5-24
TABLE 5-14: LIST OF MINOR PORTS IN MAHARASHTRA STATE.................................................................................................................................................. 5-25
TABLE 5-15: AIRCRAFT MOVEMENT, PASSENGER AND CARGO TRAFFIC BY VARIOUS AIRPORTS IN MAHARASHTRA.................................................... 5-27
TABLE 6-1: SUMMARY OF COST ESTIMATED FOR INFRASTRUCTURE DEVELOPMENT: 2008 - 2021...................................................................................... 6-1
TABLE 6-2: INFRASTRUCTURE DEVELOPMENT COSTS-PROPORTION ....................................................................................................................................... 6-2
TABLE 6-3: BROAD COST ESTIMATE FOR PROPOSED RAIL CONNECTIVITY DEVELOPMENT: 2008 - 2021............................................................................ 6-2
TABLE 6-4: BROAD COST ESTIMATE FOR PROPOSED RAIL TERMINALS, FREIGHT TERMINALS AND LOGISTIC PARKS: 2008 - 2021............................... 6-3
TABLE 6-5: BROAD COST ESTIMATE FOR PROPOSED DEVELOPMENT OF MINOR PORTS: 2008 - 2021 ................................................................................ 6-3
TABLE 6-6: BROAD COST ESTIMATE FOR PROPOSED DEVELOPMENT/ MODERNISATION OF AIRPORTS: 2008 - 2021....................................................... 6-3
FIGURES
FIGURE 1-1: PROPOSED ALIGNMENT OF DFC AND DMIC.............................................................................................................................................................. 1-2
FIGURE 1-2: OVERALL STUDY APPROACH....................................................................................................................................................................................... 1-7
FIGURE 2-1: SEARCH ZONE FOR DMIC INFLUENCE REGION........................................................................................................................................................ 2-2
FIGURE 2-2: PARAMETERS USED FOR ASSESSMENT OF CHARACTERISTICS OF SEARCH ZONE......................................................................................... 2-3
FIGURE 2-3: POTENTIAL INFLUENCE REGION OF PROPOSED DMIC IN MAHARASHTRA.......................................................................................................... 2-5
FIGURE 2-4: GENDER RATIO AND LITERACY RATE ........................................................................................................................................................................ 2-8
FIGURE 2-5: DEMOGRAPHY AND SOCIAL DEVELOPMENT-TALUKAS IN INFLUENCE REGION ................................................................................................. 2-9
FIGURE 2-6: LEVEL OF URBANISATION .......................................................................................................................................................................................... 2-10
FIGURE 2-7: URBAN POPULATION-2001 (MILLION)........................................................................................................................................................................ 2-10
FIGURE 2-8: LOCATIONAL ADVANTAGES ....................................................................................................................................................................................... 2-11
FIGURE 2-9: URBAN GROWTH.......................................................................................................................................................................................................... 2-11
FIGURE 2-10: ECONOMIC DEVELOPMENT...................................................................................................................................................................................... 2-12
FIGURE 2-11: INFRASTRUCTURE DEVELOPMENT ........................................................................................................................................................................ 2-12
FIGURE 2-12: SOCIAL INFRASTRUCTURE FACILITIES .................................................................................................................................................................. 2-12
FIGURE 2-13: ENVIRONMENTAL STATUS ....................................................................................................................................................................................... 2-12
FIGURE 2-14: OVERALL DEVELOPMENT STATUS ......................................................................................................................................................................... 2-13
FIGURE 2-15: LAND VALUES (RUPEES/SQ.M) ................................................................................................................................................................................ 2-13
FIGURE 2-16: WORK PARTICIPATION RATE AND OTHER SERVICES WORKERS...................................................................................................................... 2-13
FIGURE 2-17: PERCENT OF AGRICULTURAL WORKERS.............................................................................................................................................................. 2-16
FIGURE 2-18: PERCENT OF IRRIGATED AND UN-IRRIGATED AREA ........................................................................................................................................... 2-16
FIGURE 2-19: ECONOMIC DEVELOPMENT-TALUKAS IN INFLUENCE REGION .......................................................................................................................... 2-17
FIGURE 2-20: EXISTING AND PROPOSED EHV LINES IN INFLUENCE REGION ......................................................................................................................... 2-18
FIGURE 2-21: SURFACE WATER AVAILABILITY.............................................................................................................................................................................. 2-19
FIGURE 2-22: GROUND WATER AVAILABILITY-PRE-MONSOON.................................................................................................................................................. 2-20
FIGURE 2-23: GROUND WATER AVAILABILITY-POST MONSOON................................................................................................................................................ 2-21
FIGURE 2-24: TELECOMMUNICATION NETWORK.......................................................................................................................................................................... 2-22
FIGURE 2-25: INFRASTRUCTURE DEVELOPMENT-TALUKAS IN INFLUENCE REGION ............................................................................................................. 2-23
FIGURE 3 1: NUMBER OF URBAN CENTRES IN INFLUENCE REGION BY SUB-ZONE, 2001 ....................................................................................................... 3-1
FIGURE 3 2: DEMOGRAPHY AND SOCIAL DEVELOPMENT-URBAN CENTRES IN INFLUENCE REGION................................................................................... 3-4
FIGURE 3 3: INFRASTRUCTURE DEVELOPMENT-URBAN CENTRES IN INFLUENCE REGION................................................................................................... 3-7
FIGURE 3 4: ECONOMIC DEVELOPMENT-URBAN CENTRES IN INFLUENCE REGION ................................................................................................................ 3-8
FIGURE 3 5: POTENTIAL URBAN GROWTH NODES......................................................................................................................................................................... 3-9
FIGURE 4-1: POPULATION PROJECTIONS- INFLUENCE REGION FOR 2028................................................................................................................................ 4-8
FIGURE 4-2: PROJECTED LEVEL OF URBANISATION-2028 ............................................................................................................................................................ 4-9
FIGURE 5-1: STATUS OF NATIONAL HIGHWAY DEVELOPMENT PROJECT, PHASE I, II AND III................................................................................................ 5-3
FIGURE 5-2: PROJECTS UNDER VARIOUS STAGES OF PLANNING AND IMPLEMENTATION IN THE SEARCH ZONE OF MAHARASHTRA STATE ........... 5-5
FIGURE 5-3: ADT ON ROAD NETWORK WITHIN THE SEARCH ZONE IN MAHARASHTRA STATE, 2008.................................................................................... 5-7
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FIGURE 5-4: TRAFFIC UTILIZATION LEVELS, 2008 ON ROAD NETWORK..................................................................................................................................... 5-8

FIGURE 5-5: ADT ON ROAD NETWORK WITHIN THE SEARCH ZONE IN MAHARASHTRA STATE, 2011 ................................................................................... 5-9
FIGURE 5-6: ADT ON ROAD NETWORK WITHIN THE SEARCH ZONE IN MAHARASHTRA STATE, 2016 ................................................................................. 5-10
FIGURE 5-7: ADT ON ROAD NETWORK WITHIN THE SEARCH ZONE IN MAHARASHTRA STATE, 2021 ................................................................................. 5-11
FIGURE 5-8: TRAFFIC UTILIZATION LEVELS, 2011 ON ROAD NETWORK................................................................................................................................... 5-12
FIGURE 5-9: TRAFFIC UTILIZATION LEVELS, 2016 ON ROAD NETWORK................................................................................................................................... 5-13
FIGURE 5-10: TRAFFIC UTILIZATION LEVELS, 2021 ON ROAD NETWORK................................................................................................................................. 5-14
FIGURE 5-11: ROAD TRANSPORT CONNECTIVITY TO THE PROPOSED INVESTMENT REGIONS & NODES AND DMIC CORRIDOR................................ 5-15
FIGURE 5-12: PROPOSED ROAD TRANSPORT NETWORK FOR MMR FOR HORIZON YEAR 2021.......................................................................................... 5-18
FIGURE 5-13: PROPOSED ROAD TRANSPORT NETWORK FOR MMR FOR HORIZON YEAR 2031.......................................................................................... 5-19
FIGURE 5-14: RAIL NETWORK IN THE SEARCH ZONE .................................................................................................................................................................. 5-21
FIGURE 5-15: PROPOSED REGIONAL ROAD CONNECTIVITY - MUMBAI PORT, JN PORT, REWAS PORT ............................................................................ 5-26
FIGURE 6-1: INFRASTRUCTURE DEVELOPMENT COSTS-PROPORTION..................................................................................................................................... 6-1
APPENDICES
APPENDIX 2.1: DEVELOPMENT PROFILE OF SEARCH ZONE............................................................................................................................................ 1
1
2
3
3.1
3.2
3.3
3.4
3.5
3.6
4
4.1
4.2
4.3
4.4
4.5
4.6
4.7
5
5.1
5.2
5.3
5.4
6
6.1
6.2
6.3
6.4
6.5
6.6
SEARCH ZONE FOR DELINEATION OF INFLUENCE REGION......................................................................................................................................... 1

METHODOLOGY FOR DEVELOPMENT ASSESSMENT .................................................................................................................................................... 3
SEARCH ZONE- DEVELOPMENT PROFILE AT DISTRICT LEVEL.................................................................................................................................... 3
PHYSIOGRAPHIC CHARACTERISTICS............................................................................................................................................................................... 3
DEMOGRAPHIC AND SOCIAL CHARACTERISTICS .......................................................................................................................................................... 5
ECONOMIC BASE AND INDUSTRIAL PROFILE................................................................................................................................................................ 10
INFRASTRUCTURE DEVELOPMENT ................................................................................................................................................................................ 15
INFRASTRUCTURE DEVELOPMENT INDEX .................................................................................................................................................................... 22
DISTRICT DEVELOPMENT STATUS.................................................................................................................................................................................. 22
SEARCH ZONE- TALUKA DEVELOPMENT PROFILE ...................................................................................................................................................... 25
DEMOGRAPHIC AND SOCIAL DEVELOPMENT ............................................................................................................................................................... 25
SPECIALIZED PARKS DEVELOPED BY MIDC.................................................................................................................................................................. 36
SPECIAL ECONOMIC ZONES ............................................................................................................................................................................................ 36
INVESTMENT IN INDUSTRIAL ESTATES.......................................................................................................................................................................... 37
INFRASTRUCTURE DEVELOPMENT STATUS ................................................................................................................................................................. 39
DEVELOPMENT STATUS OF TALUKAS............................................................................................................................................................................ 48
SEARCH ZONE-SETTLEMENT ANALYSIS........................................................................................................................................................................ 48
URBANISATION AND SETTLEMENT PATTERN ............................................................................................................................................................... 48
DEMOGRAPHY AND SOCIAL DEVELOPMENT ................................................................................................................................................................ 48
INFRASTRUCTURE STATUS ............................................................................................................................................................................................. 59
TRANSPORT CHARACTERISTICS .................................................................................................................................................................................... 65
ROAD NETWORK ................................................................................................................................................................................................................ 65
TRAFFIC VOLUME ON ROAD NETWORK - 2008.............................................................................................................................................................. 65
GOOD MOVEMENT INTERACTION OF MMR WITH REST OF INDIA.............................................................................................................................. 71
CAPACITY UTILIZATION LEVELS OF ROAD NETWROK VOLUME/CAPACITY RATIO .............................................................................................. 74
RAIL NETWORK .................................................................................................................................................................................................................. 74
PORTS AND AIRPORTS ..................................................................................................................................................................................................... 77
APPENDIX 2.2: DELINEATION OF INFLUENCE REGION-APPROACH AND METHODOLOGY ......................................................................................... 1
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ADOPTED METHODOLOGY................................................................................................................................................................................................. 1
STUDY OF SEARCH ZONE CHARACTERISTICS ............................................................................................................................................................... 1
STATE POLICY DIRECTIONS............................................................................................................................................................................................... 1
STUDY OF GROWTH GENERATING NODES ..................................................................................................................................................................... 1
OTHER STUDIES RELATED TO DMIC ................................................................................................................................................................................ 3
DELINEATION OF INFLUENCE REGION............................................................................................................................................................................. 3
POTENTIAL GROWTH REGION........................................................................................................................................................................................... 3
POTENTIAL GROWTH CENTRES........................................................................................................................................................................................ 6
POTENTIAL GROWTH CORRIDORS ................................................................................................................................................................................... 9
STATE POLICY FRAMEWORK ............................................................................................................................................................................................. 9
GROWTH IMPULSE GENERATORS .................................................................................................................................................................................. 10
JAWAHARLAL NEHRU PORT TRUST................................................................................................................................................................................ 10
CHHATRAPATI SIVAJI INTERNATIONAL AIRPORT ......................................................................................................................................................... 16
OTHER MINOR PORTS....................................................................................................................................................................................................... 16
SPECIAL ECONOMIC ZONES AND INDUSTRIAL ESTATES ........................................................................................................................................... 16
1
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1.2
1.3
1.4
1.5
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6.1
6.2
6.3
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APPENDIX 2.3: ..........................................................................................................................................................................................................................1

TABLE A: DEMOGRAPHY AND SOCIAL DEVELOPMENT .................................................................................................................................................................... 1
TABLE B: ECONOMIC DEVELOPMENT.................................................................................................................................................................................................. 3
TABLE C: INFRASTRUCTURE DEVELOPMENT .................................................................................................................................................................................... 5
TABLE D: OVERALL DEVELOPMENT STATUS ..................................................................................................................................................................................... 7
APPENDIX 2.4: ..........................................................................................................................................................................................................................1

TABLE A: COMPARATIVE ASSESSMENT- MILLION CITIES ................................................................................................................................................................ 1
APPENDIX 3.1: ..........................................................................................................................................................................................................................1

TABLE A: DEMOGRAPHY AND SOCIAL DEVELOPMENT .................................................................................................................................................................... 1
TABLE B: ECONOMIC DEVELOPMENT.................................................................................................................................................................................................. 1
TABLE C: INFRASTRUCTURE DEVELOPMENT .................................................................................................................................................................................... 2
APPENDIX 5.1: TRAFFIC CHARACTERISTICS- YEAR 2008 .................................................................................................................................................1

1
2
3
4
TRAFFIC VOLUME ON ROAD NETWORK - 2008................................................................................................................................................................ 1

GOOD MOVEMENT - INTERACTION OF MMR WITH REST OF INDIA............................................................................................................................ 21
CAPACITY UTILIZATION LEVELS OF ROAD NETWORK VOLUME/CAPACITY RATIO: YEAR 2008 ......................................................................... 24
TRAFFIC FORECAST FOR THE HORIZON YEARS 2011, 2016 AND 2021 ..................................................................................................................... 28
APPENDIX 5.2: PORTS .............................................................................................................................................................................................................1
1
2
MAJOR PORTS ...................................................................................................................................................................................................................... 1

MINOR PORTS..................................................................................................................................................................................................................... 14
ABBREVIATIONS
AAGR
ADB
ADT
BOOST
BOT
BPO
CAGR
CBD
CFS
CIDCO
CSIA
CTS
DFC
DMIC
GoI
GoM
GSDP
GTIPL
HCM
HDCs
ICDs
IRC
IRDP
IT
IWT
JNPT
KDMT
KPO
LASA
MADC
MCGM
MEDC
MIAL
MIDC
MIHAN
MMB
MMR
MMRDA
MSRDC
MSRTC
Annual Average Growth Rate

Asian Development Bank
Average Daily Traffic
Build, Operate, Own, Share and Transfer
Build, Operate and Transfer
Business Process Outsourcing
Compound Annual Growth rate
Central Business District
Container Freight Stations
City and Industrial Development Corporation
Chhatrapati Shivaji International Airport
Comprehensive Transportation Study
Dedicated Freight Corridor
Delhi Mumbai Industrial Corridor
Government of India
Government of Maharashtra
Gross State Domestic Product
Gateway Terminals India Private Limited
Highway Capacity Manual
High Density Corridors
Integrated Container Depots
Indian Roads Congress
Integrated Road Development Projects
Industry Development
Inland Water Transport
Jawaharlal Nehru Port Trust
Kalyan-Dombivli Municipal Transport
Knowledge Process Outsourcing
LEA Associates South Asia Private Limited
Maharashtra Airport Development Company Ltd.
Municipal Corporation of Greater Mumbai
Maharashtra Economic Development Council
Mumbai International Airport Ltd
Maharashtra Industrial Development Corporation
Multi-modal International Passenger and Cargo Hub Airport at Nagpur
Maharashtra Maritime Board
Mumbai Metropolitan Region
Maharashtra State Road Development Corporation
Maharashtra State Road Transport Corporation
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Mumbai Trans Harbour Link

Mumbai Urban Infrastructure Project
Mumbai Urban Transport Project
National Capital Region
National Highway
National Highway Authority of India
National Highways Development Project
Nhava Sheva International Container Terminal Ltd
Petroleum, Chemical and Petro-Chemical Investment Region
Passenger Car Units
Pune Municipal Transport
Public Works Department
Rail Land Development Authority
Right of Way
Special Economic Zones
State Highway
Strategic Option Study
Strengths and Weaknesses and Opportunities and Threats
Thane Municipal Transport
Volume to Capacity
Vessel Traffic Management System
Workforce Participation Rate
Zilla Parishads
TR
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A-2
MTHL
MUIP
MUTP
NCR
NH
NHAI
NHDP
NSICT
PCPIR
PCUs
PMT
PWD
RLDA
RoW
SEZs
SH
SOS
SWOT
TMT
VC
VTMS
WPR
ZPs
Abbreviations
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STUDY SCOPE AND APPROARCH
1.1
STUDY SCOPE AND APPROARCH
BACKGROUND
BOX 1: VISION OF DMIC
1.
Government of India (GoI) envisages developing
multi-modal dedicated freight corridor (DFC) between Delhi
and Mumbai, with end terminals at Dadri in the National
Capital Region (NCR) of Delhi and at Jawaharlal Nehru Port
(JNPT) in Mumbai Metropolitan Region (MMR).
2.
Influence region has been chosen on both the sides
of the DFC to develop as Delhi Mumbai Industrial Corridor
(DMIC). In addition to the influence region, the DMIC would
also include development of requisite feeder rail/road
connectivity to hinterland/markets and select ports along the
western coast. Project influence region includes parts of
National Capital Region of Delhi, Uttar Pradesh, Haryana,
Rajasthan, Madhya Pradesh, Gujarat and Maharashtra
(Figure 1-1).
3.
An integrated corridor development approach with
comprehensive national level regional planning perspective
is envisaged for the DMIC influence region so as to benefit
from the inherent strengths and competitiveness of various
regions, ensure enabling environment and attract global
investments to the country.
4.
Thus, the objective of DMIC, supported by worldclass infrastructure, would be to optimize on the present
potential, enhance investment climate and promote the
economic development of the region through creation of a
long term enabling environment (BOX-1).
The vision for the DMIC is to create strong economic base with
globally competitive environment and state-of-the-art infrastructure to
activate local commerce, enhance foreign investments and attain
sustainable development. The DMIC is conceived to be developed
as a model industrial corridor of international standards with
emphasis on expanding the manufacturing and services base and
develop the DMIC as the global manufacturing and trading hub.
The developmental planning for the DMIC aims to achieve certain
end results with implementation that would ensure realization of
envisaged vision for the project and lead to economic development.
The project goals for the DMIC, therefore, envisages: (a) double
employment potential in five years; (b) triple industrial output in five
years; and (c) quadruple exports from the region in five years.
5.
As part of Phase-1 development, GoI has proposed
development of twelve nodes, which includes six investment
regions and six industrial areas (Table 1-1), in six states of
DMIC Region (Figure 1-1).1
. Conceptual framework for the DMIC envisages development of high

impact and market driven nodes - integrated investment regions
(IRs), with a minimum area of 200 square km and industrial areas
(IAs), with a minimum area of 100 square km, within the influence
region to provide investment friendly facility regimes. These regions are
proposed to be self-sustained industrial townships with world-class
infrastructure, served by enhanced road and rail connectivity for freight
movement to and from ports and logistics hubs, domestic/ international
air connectivity, reliable power and quality social infrastructure, so as to
ensure a globally competitive environment conducive for setting up
businesses.
1-1
FINAL REPORT
Proposed Investment Regions

in Phase-I
(e)
(f)
Igatpuri-Nashik-Sinnar
Region in Maharashtra
as
general
manufacturing
investment region
Pitampura-Dhar-Mhow in
Madhya Pradesh as
general
manufacturing
investment region
Proposed Industrial Regions in

Phase-I
Madhya
Pradesh
as
engineering/agroprocessing industrial area.
6.
While the alignment of DFC and details on DMIC
are in the process of finalisation, the preliminary alignment of
DFC in Maharashtra essentially traverses through Raigad
district, Thane district and predominant area within
jurisdiction of Mumbai Metropolitan Region (MMR).
However, Government of Maharashtra (GoM) visualizes that
the implications of the proposed DMIC development will
transcend the influence belt of 200 sq.km on either side of
the DMIC. Considering the trends and prospects of growth
of various important nodes in the Maharashtra, it is felt that
high impact investment along DMIC shall further induce
economic development in areas and nodes located which are
far beyond Raigad and Thane districts.
1.2
OBJECTIVES, SCOPE AND

STUDY MILESTONES
1.2.1 Objectives
Proposed Industrial Regions in

Phase-I
(a)
(a)
(b)
(c)
(d)
Dadri-Noida- Ghaziabad
Region in Uttar Pradesh
as general manufacturing
investment region
Manesar-Bawal Region in
Haryana
as
auto
component / automobile
investment region
Khushkhera-BhiwadiNeemrana Region in
Rajasthan as general
manufacturing
/
automobile
/
auto
component
investment
region
Bharuch-Dahej Region in
Gujarat as petroleum,
chemical
and
petrochemical
investment
region (PCPIR)
(c)
(d)
(e)
(f)
1.2.2 Scope of services

8.
The scope of work of the study includes the
following tasks: (a) delineation of DMIC potential influence
region within the Maharashtra; (b) assessment of
development potentials for industrial and logistic
clusters/centres; (c) assessment of transportation
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(b)
Meerut-Muzaffarnagar Zone
in Uttar Pradesh as
engineering
&
manufacturing
industrial
area
Faridabad-Palwal Zone in
Haryana as engineering &
manufacturing
industrial
area
Jaipur-Dausa Zone in
Rajasthan-marble / leather/
textile industrial area
Vadodara-Ankleshwar Zone
in Gujarat as general
manufacturing
industrial
area
Industrial
Area
with
Greenfield port at Dighi in
Maharashtra
Neemuch-Nayagaon
in
UTH
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Proposed Investment Regions

in Phase-I
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Table 1-1: Six Proposed Investment Regions and

Industrial Areas along DMIC by DMICDC
7.
Given the above mentioned context, it is intended
to visualize the potential implications of the proposed DMIC
in Maharashtra state with a view to delineating its realistic
influence area and to set a perspective for future economic
development in the districts and important urban centres of
Maharashtra and to plan for an effective major transport
infrastructure integrating with the proposed alignment of
DMIC in Maharashtra state. With this objective, the GoM
implemented the consultancy study involving a rapid
assessment of the potential influence region of the DMIC and
preparation of regional and transport perspective strategy for
the same, to be based on exclusively secondary data (and
no primary surveys are envisaged). The Mumbai
Metropolitan Region Development Authority (MMRDA) has
been mandated by GoM to prepare the strategy as MMR is a
major part of the influence region of DMIC within
Maharashtra.
Figure 1-1: Proposed Alignment of DFC and DMIC
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infrastructure development potential; (d) evolve a regional

perspective strategy in the context of the proposed DMIC;
and (e) prepare a regional transport infrastructure and
network strategy.
1.2.3 Study Milestones
9.
The MMRDA have retained LEA Associates South
Asia Private Limited (LASA), as professional consultants for
the study.
(a) The study commenced on March 25, 2008. An

approach paper was submitted in April 2008.
(b) A report on existing status of delineated influence
region of DMIC in Maharashtra was submitted in
October 2008.
(c) Consultations were held with various stakeholders
including MMRDA, Department of Industries, MIDC,
MMB, PWD, MSRDC, MEDC, JnPT, MbPT and
Directorate of Town Planning and Evalution, Pune.
(d) Three rounds of presentation cum - meetings were
held with Government of Maharashtra chaired by the
Principal Secretary, Industries Department, and
members
included
Commissioner,
Industries
Department, CEO, MIDC, Chief (Planning) and Other
Officials of MMRDA, CEO, Maharashtra Maritime Board
and representatives from State PWD.
(e) The final findings of the study was discussed and
accorded approval by the GoM during the meeting held
on January 3, 2009 and the Consultants were adviced to
submit the draft final report.
(f) After submission of the draft final report, comments on
draft final reports discussed with MMRDA officials and
incorporated in final report.
10.
This report aims to put forward a regional
development strategy as well as a supportive transport
development strategy for the proposed influence region of
the DMIC corridor. Such a strategy would be necessary for
the overall development of the region and to capture and
maximize the economic spin offs likely to be generated due
to the DMIC.
1.3
STUDY APPROACH
11.
A three pronged approach has been adopted.
These include (a) understanding the proposed project
initiatives of the DMIC project and determining the aspects
for present study; (b) mapping situation assessment
including delineation of influence area through analysis of
quantitative data and information collated from various
sources; and (c) consultations with stakeholders (state line
departments and MMRDA) to incorporate their views. Each
of these has been explained in detail in the subsequent
paragraphs.
1.3.1 DMIC-Proposed
Initiatives
Key
Project
12.
An understanding of the overall scope and
objectives of the project is important to ensure that the
proposed regional development strategy is in sync with the
overall project scope and objectives and thereby not just
contributes to the national growth and development but also
is able to optimize the development impetus created by the
project within the state. Table 1-2 summarizes the key
project aspects and their characteristics. Further, the
aspects to be considered for the study have also been
outlined.
Table 1-2: DMIC-Proposed Key Project Initiatives

Proposed Key Project
Initiatives
Dedicated Freight Corridor
Key Characteristics
(a)
(b)
(c)
Industrial Corridor
Development
Development of a freight corridor of 1483km with end terminals

at Tughlakabad and Dadri in the National Capital Region of
Delhi and Jawaharlal Nehru Port at Mumbai.
Designed to take 25 tonne axle load wagons, double stack
container trains and high power locomotives along the
Dedicated Freight Corridor.
125-130 trains per day per direction with an average freight train
speed increasing to 50 -60kmph.
Key aspects include:

(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
High-speed transportation (rail, road) network,

Ports with state-of-the-art cargo handling equipment,
Modern airports,
Special economic regions/ industrial areas,
Logistic parks/transshipment hubs,
Knowledge parks focused on feeding industrial needs,
Complementary infrastructure such as
townships/ real estate, and
Aspects to be considered for the study

(a)
Impact of the DFC on Maharashtra and

areas that can generate trade, logistics
hubs, etc.
(a)
Identify links for high speed transportation

potential;
Connecting links with the ports;
Identify industrial estates and prioritise for
maximum advantage due to the proposed
project;
Identify specific economic activities for
urban nodes based on their existing
potential;
Identify sites for modern infrastructure such
(b)
(c)
(d)
(e)
1-3
FINAL REPORT
(b)
(c)
(d)
(e)
Physical and Social

Infrastructure
(f)
(g)
(a)
(b)
(c)
(d)
(e)
(f)
(g)
1.3.2 Mapping
Assessment
Other urban infrastructure with enabling policy framework.

Upgradation of existing industrial clusters/industrial estates with
requisite facilities;
Developing new industrial clusters or townships and export
oriented
manufacturing zones;
Development of Skill Development Centers (or) Knowledge
Hubs consisting of schools, colleges, vocational institutes,
engineering/ technical institutes, agricultural colleges with stateof-the-art research and development facilities with integrated
residential, health/recreational facilities;
Developing agro-processing hubs with cold storage, packaging
and distribution
and other allied infrastructure;
Developing IT/ ITeS Hubs/ other service oriented facilities.
Efficient logistics chain with multi-modal transshipment zones
and logistic hubs;
Provision of Feeder Road and Rail connectivity to ports,
hinterlands and markets;
Augmentation of existing port infrastructure and developing
Greenfield ports;
Upgradation/ Modernization of Airports;
Captive Power Generation Plants with power transmission
facilities;
Ensuring effective environment protection mechanism for
sustainable long term development;
Dovetailed residential, commercial, institutional, leisure/
recreational infrastructure to ensure attractive investment
climate.
of
Situation
13.
This study has been based on quantitative
assessment of key socio-economic infrastructure
development indicators. The indicators have also been used
to delineate the influence area of the proposed Delhi-Mumbai
DFC and Mumbai-Bangalore-Chennai DFC within in
Maharashtra.
The first step towards this was the
identification of aspects that determine the location and
development of economic activities and therefore, contribute
to regional development. Secondary database was collected
for each of these aspects by visiting the individual
departments. These have been then compiled for various
administrative units including district, taluka and urban
settlement level within the influence region. The aspects
studied include:
(a)
(b)
(c)
(d)
(e)
Socio-economic and demographic profile;

Urbanisation characteristics;
Landuse characteristics;
Water resource availability both groundwater and
surface water;
Telecommunication network in the region;
(f)
Power availability;
(a)
(b)
Creation of logistics chain so that

specialised industrial activities can function;
Identify
sectoral
infrastructure
requirements.
Industrial diversification and location characteristics;

Worker characteristics; and
Transport infrastructure assessment.
1.3.3 Consultation Process

14.
Besides extensive analyses of all available
secondary data from various sources, the study involved
consultations with various stakeholders.
Consultative
meetings have been held with the following
departments/institutions:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
Principal Secretary and Commissioner, Department of

Industries, GoM;
Chief Planning, Mumbai Metropolitan Region
Development Authority (MMRDA);
CEO, Maharashtra Industrial Development Corporation
(MIDC), GoM and Land Acquisition Officer, MIDC;
CEO and Chief Ports Officer of Maharashtra Maritime
Board (MMB);
Chief Engineer, Public Works Department (PWD);
Director and Deputy Director, Maharashtra Economic
Development Council (MEDC);
Deputy Chairperson, JnPT;
Deputy Chairman, MbPT; and
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(g)
(h)
(i)
as development of townships, etc.

Identify potential and lacunae in the
existing industrial infrastructure and
suggest strategy for the same.
(b) Identify support social infrastructure and
human resource potential;
(c) Develop service oriented facilities to
industry, trading and transport at important
locations to facilitate business environment
(a)
UTH
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(i)
(a)
Aspects to be considered for the study
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Industrial Infrastructure
Key Characteristics
Proposed Key Project

Initiatives
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(i)
Director, Town Planning and Evaluation, Pune.
15.
The discussions focused on delineation of potential
influence area of DMIC in Maharashtra, ongoing, committed
and proposed projects, potential and prospective urban
centres, which could be identified as future investment nodes
under PPP as a part of DMIC and Mumbai-BangaloreChennai industrial corridor, connectivity to ports, airports,
strengthening of transport infrastructure and so forth. The
suggestions ascertained were used to delineate influence
region of DMIC in Maharashtra.
16.
Subsequently, discussions were again held with the
officials of Department of Industries, MMB, PWD and
MMRDA, where in it was suggested that the regional strategy
includes identification of potential activities in the investment
nodes.
1.4
STUDY METHODOLOGY
17.
The methodology for the formulation of the regional
and transport perspective strategy has involved a process,
whereby a large quantity of database and information was
collected and analysed. This also included as mentioned
above, a process of consultations wherein the viewpoints of
various officials regarding growth and development of the
influence region was asked for. The process of formulation
of a regional and transport perspective strategy was then
undertaken in a series of stages wherein the first stage
provided inputs to the next level of analysis. Each of these
has been explained in detail in the subsequent stages.
Step 1: Identification of Search Zone
18.
The foremost task towards formulation of the
regional development strategy was to identify a search zone
so that an influence region (wherein planning and
development efforts can be concentrated) can be identified.
The search zone was taken for a distance of 400 km from the
proposed corridor. Chapter 2 of the report gives in detail the
task of identification of the search zone and the analysis
carried out thereafter. Figure 1-2 presents the adopted
study approach and methodology.
Step 2: Delineation of Influence Region for DMIC
19.
The delineation of the influence region of DMIC
focused on two aspects. These include:
(a)
(b)
Identifying the distance up to which the development

impulses generated by the DMIC corridor can be
translated to regional development and growth; and
Identifying sub-zones within the influence region that
would need differential and need based strategies
(depending on their individual characteristics,
strengths and weaknesses). Accordingly, four sub
zones were identified within the influence region.
These include: (i) Mumbai Metropolitan Region; (ii)
Potential Development Region; (iii) Corridor Influence

Region; and (iv) Spill over Growth Region. Chapter 2
details out the methodology for the delineation of such
zones and also the characteristics of each zone.
Step 3: Assessment of Characteristics and SWOT of
Sub-Zones of Influence Region
20.
As discussed earlier, the specific characteristics of
the sub zones of the influence region are important to be
studied to be able to devise appropriate development
strategies for the same. In Chapter 2, a SWOT assessment
of each of the zones has been incorporated.
Step 4: Identification, Screening and Selection of
Potential Urban Nodes
21.
The potential urban nodes are to be identified as
part of the regional development strategy as they are to form
the nuclei for the generation of development impulses. They
would also play an important role in regional development by
attracting economic activities thus contributing to regional
growth. Urban nodes and thereby clusters have been
identified through a quantitative assessment of the urban
centres in the influence region. Chapter 3 describes the
same in detail.
Step 5: Formulation
development strategy
of
perspective
regional
22.
Based on the assessments carried in the previous
stages (including SWOT assessment and identification of
potential urban nodes), a perspective regional development
strategy has been formulated. The strategy is hinged upon
three main components:
Planning of economic activities for the potential urban
nodes that include identification of specific economic
activities (based on potential and resource base).
Calculation of area required for such activities has also
been done.
(b) Employment and population projections based on
likely economic activities have been done for a) each
urban node, b) for the urban areas and c) for the overall
influence region. A review of DMIC project targets vis-vis the project employment has also been done.
(c) An Intra regional development strategy to give a
direction to regional development has been formulated.
This strategy essentially focuses on (i) infrastructure
development so that economic development is
facilitated; (ii) strategies for rural and peri-urban areas
so that development impulses generated in urban
centres can be directed into these areas.
(a)
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FINAL REPORT
Step 6: Transport Infrastructure and Network Strategy
1.5
23.
A transport infrastructure and network strategy has
been formulated so that the regional development strategies
are supported. The strategies include:
25.
This report has been organised into six chapters.
Chapter 1 describes the background, scope, objectives,
approach and methodology adopted for the study. Chapter 2
details out the characteristics and SWOT assessment of the
various zones of the influence region. The screening and
identification of potential urban nodes to act as growth
generators has been done in chapter 3. The regional
development strategy including strategy for the urban nodes
and projection of employment and population has been taken
up as part of chapter 4. Chapter 5 details out the transport
infrastructure and network development strategy. Project
costing for infrastructure development has been given in
Chapter 6.
24.
The costing for the project components including
costing for infrastructure development has been done.
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Step 7: Project Costing
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(b)
Road development;
Railway network and terminal development;
(c) Port connectivity;
(d) Airport development;
(e) Development of logistics hub.
(a)
REPORT STRUCTURE
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Figure 1-2: Overall Study Approach
1-7
2
CHARACTERISTICS OF INFLUENCE
REGION OF DMIC IN MAHARASHTRA
2.1
CHARACTERISTICS OF
INFLUENCE REGION OF DMIC
IN MAHARASHTRA
INTRODUCTION
1.
As a prelude to the formulation of a regional and
transport perspective strategy, an assessment of
characteristics of various zones of the delineated DMIC
influence region has been carried out. This was considered
important to formulate strategies for regional development
that are based on the existing strengths and weaknesses
and opportunities and threats (SWOT) of the delineated
region.
2.
Thus, the chapter presents first a brief summary of
the delineation (approach and methodology) towards
identifying the influence region. This chapter has been
divided into 8 sections. A brief summary of the delineation of
the influence region has been given in section 2. Section 3
details out the indicators used for the assessment of the
characteristics of the sub zones. Section 4, 5, 6 and 7
present the demography and social characteristics, land use
and land value characteristics, economic characteristics and
the infrastructure development characteristics of the
influence region respectively. Finally, as part of section 8, a
SWOT assessment has been done for the four zones of the
proposed influence region of the DMIC corridor.
2.2
DELINEATION OF DMIC
INFLUENCE REGION
3.
Prior to assessing the characteristics of the
proposed DMIC influence region, it was considered
necessary to revisit the process undertaken to delineate the
DMIC influence region (already submitted as part of the
Report on Existing Status of Delineated Influence Region of
DMIC in Maharashtra, in October, 2008). The following
paragraphs present the summary of the same.
2.2.1 Identification of Search Zone

4.
Identification of a search zone was the first step
towards delineating the influence region in the state. A
search zone was considered necessary as this might help in
a focused study of critical factors. In identifying the search
zone, the following crucial aspects were considered:
(a)
(b)
(c)
Beyond 150 km radius as originally conceived by the

DMICDC as impact zone of DFC;
400 km radius from the proposed DFC/JnPT (terminal
of DFC) is considered as search zone;
Considered the likely influence region in Maharashtra
of both, (i) Proposed Delhi-Mumbai DFC; (ii) Proposed
Mumbai-Bangalore-Chennai DFC.
5.
Three levels of search zone were identified based
on distance from the DMIC as a criterion viz. (a) up to 125
km; (b) 125-250 km; and (c) 250-400 km. Table 2-1 gives the
search zone and the districts falling under them. A total of 16
districts were taken up for study out of the 35 districts in the
state. The salient characteristics of the search zone include:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Comprises 16 districts in 4 administrative divisions

Marathwada, Konkan, Khandesh and Western
Maharashtra;
Consists of 64% of States population of the State;
Consists of 77% of States urban population;
Contains 132 SEZs (as on 15 May 2008);
Contains 81 MIDC Industrial Estates;
87% of the proposed land acquisition proposals by
MIDC are within the zone; and
35 out of 48 minor ports are located within the search
zone.
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Figure 2-1: Search Zone for DMIC Influence Region
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Table 2-1: Districts covered under Search Zone

Search Zone
Distance from DMIC (in km)
I
II
III
Up to 125
125 - 250
250 - 400
District Name
Thane, Raigad, Pune, Ratnagiri, Satara
Nashik, Dhule, Nandurbar, Ahmadnagar, Sangali, Solapur
Jalgaon, Jalna, Aurangabad, Bid, Osmanabad
Weightage for
Industrial estates
Weightage for
Industrial SEZs
Drainage coverage
Figure 2-2: Parameters used for assessment of Characteristics of Search Zone
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FINAL REPORT
Identification of potential growth regions and potential

growth corridors based on the development profile of the
search zone;
(b) State policy framework supporting activities likely to be
generated by the DMIC;
(c) Influence region of growth generating nodes such as
JnPT and the Chhatrapati Sivaji International Airport, six
minor ports prioritized for expansion under PPP
initiatives, and proposed Special Economic Zones
(SEZs) and proposed Industrial Estates of MIDC; and
(d) SEZs and Industrial Estates in the state.
(a)
8.
The detailed analysis carried out for each of the
following aspects is given in Appendix 2-2. All the support
database tables are attached as tables after the Appendix.
Based on this, four strategic zones (Figure 2-3) were
identified including:
(a)
(b)
(c)
(d)
Zone A: Mumbai Metropolitan Region

Zone B: Potential Development Region
Zone C: Potential Growth Corridors
Zone D: Spill over Growth Region
9.
Each of these zones has been described briefly
below. Table 2-2 shows the talukas covered under each
zone. Table 2-3 presents salient characteristics of each
zone.
(a)
Zone A: Mumbai Metropolitan Region: This region

has been delineated separately as this is the area of
maximum growth potential in the state. It is
characterized by the location of the JnPT, the
International airport and several Special Economic
Zone A MMR
Zone BPotential
development
region
Zone DPotential
growth
corridors
Zone D-Spill
over growth
region
Talukas
MCGM, Alibag, Pen, Khalapur, Uran, Panvel,
Karjat, Ulhasnagar, Ambarnath, Thane, Kalyan,
Bhiwandi, Vasai,
Vada, Murbad, Poladpur, Shahapur, Mhasla,
Shrivardhan, Bhor, Mahad, Velhe, Purandhar,
Murud, Pune City, Mawal, Mulshi, Sudhagad,
Haveli, Ambegaon, Junnar, Khed, Sangamner,
Akola, Sinnar, Palghar, Mokhada, Niphad,
Dahanu, Talasari, Trimbakeshwar,
Igatpuri, Nashik, Vikramgad, Jawhar, Tala, Roha,
Mangaon
Chandvad, Malegaon, Jalgaon, Parola, Dhule,
Deola, Erandol, Amalner, Dharangaon,
SolapurNorth, Indapur, Mohol, Karmala, Madha,
Daund, Baramati, Karad, Satara, Koregaon, Wai,
Khandala, Ratnagiri, Sangameshwar, Chiplun,
Guhagar, Khed, Dapoli, Mandangad
Khatav,
Patan,
Man,
Phaltan,
Jaoli,
Mahabaleshwar,
Shirur,
Nagar,
Parner,
Shrigonda, Yevla, Nandgaon, Surgana, Dindori,
Baglan, Peint, Kalwan, Rahta, Rahuri, Rahuri,
Kopargaon, Shrirampur, Karjat-
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Zones
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7.
After a thorough assessment of the search zone in
terms of the parameters described above (demography and
social development, infrastructure and economy) and arriving
at the development status of the talukas within the search
zone, the next step was to delineate the influence region. In
doing so, it was considered necessary to study the following
aspects:
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2.2.2 Delineation of Influence Region
Zones. Also, the region boasts of the maximum

development potential in terms of availability of
infrastructure and presence of industrial activity. The
DFC corridor passes through the zone. This can also be
termed as the zone of immediate impact for the DMIC.
(b) Zone B: Potential Development Region: This region
includes the talukas encompassing the MMR (Table 22). These talukas in the development assessment have
shown considerable growth potential. Several important
urban centers are located in this region. This includes
Pune and Nashik. All major highways are located in the
region.
(c) Zone C: Potential Growth Corridors: The study of the
search zone has shown that the transport corridors play
a significant role in determining the development
pattern. Four major networks have been identified viz.,
NH 4, NH 17, NH 9 and NH 6. The talukas through
which these corridors pass have been delineated as this
zone. Important nodes have emerged along these
corridors that are generators of economic growth. These
include Ratnagiri, Karad, Solapur and Jalgaon.
(d) Zone D: Spill Over Growth Region: This zone lies in
between the potential development region and the
growth corridors. It is anticipated that the spill over
effects of these two zones would be felt in this region.
Therefore, strategic policy formulation would be required
for this zone so that it can take advantage of the growth
momentum generated in other zones.
Table 2-2: Talukas covered under each zones
6.
After identifying the search zone, an assessment of
the development profile of the search zone was done. This
involved collection of a large set of database from various
sources. Broadly, three parameters were studied including
demography and social development, infrastructure and
economy. Figure 2-2 shows the parameters and the subparameters. Three levels of analysis were done including at
(a) district level; (b) taluka level; and (c) urban centre level. A
profile of the search zone was carried out as part of the
Interim report. The same has been attached as Appendix 21 for reference. All the support database tables are attached
as Tables after the Appendix.
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Figure 2-3: Potential Influence region of Proposed DMIC in Maharashtra

2-5
FINAL REPORT
Table 2-3: Salient Characteristics of each Zone

Zone A: MMR
Indicator
Value
12
35
Zone C: Potential
Growth Corridor
% of
Value
Influence
region
28
22
97
24
11190654
33
8966830
26
5449336
16
33888869
1126817
11
6320401
62
2012280
20
722422
10181920
37
24
52
34
35
23
28
18
152
5989004
27
7199853
32
5975179
26
3399342
15
22563378
3260429
23
4435789
31
3976669
28
2490864
18
14163751
2562545
35
2513617
34
1533992
21
731284
10
7341438
14
32
18
11
25
11
25
44
42
60.86
25
36.23
2.89
69
3773
64
1701
29
395
5869
13
45
13
45
29
12593
49
11992
46
1200
103
25888
38
13
62
21
1603
76
506
24
2109
10
23
28
65
43
8240
22
28296
74
1230
372
38139
DEMOGRAPHIC AND
SOCIAL
CHARACTERISTICS
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UTH
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11.
There are significant differences between the
various zones with respect to demographic characteristics. In
1991, Zone A including the MMR was the least populated
(Table 2-5). The density of population has also increased
four times during this period. Amongst the other zones, the
potential development region shows comparatively higher
population growth rate and density of population. Growth
rates are also high in the talukas of the potential growth
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ASSESSMENT OF SUBZONES-INDICATORS
10.
Having delineated the influence region and the sub
zones within the same, a detailed assessment of the
characteristics of each of the sub regions was considered
important in order to do a SWOT assessment. The aspects
studied and the indicators have been given in Table 2-4.
2-6
Total
8282049
2.4
2.3
Zone D: Spill over

Growth Region
% of
Value
Influence
region
No. of Talukas as per 2001

census
Population (excluding
MCGM) as per 2001
census
Urban population
(excluding MCGM) as per
2001 census
No. of Urban Centers as
per 2001 census
Literate population
(excluding MCGM) as per
2001 census
Employment (excluding
MCGM) as per 2001
census
Employment in secondary
sector (excluding MCGM)
as per 2001 census
Industrial estates
(excluding MCGM) as on
2008
No of formal approved
SEZs as on may 2008
Area under formal
approved SEZs (in Ha) as
on may 2008
Principle approved SEZs
as on may 2008
Area under principle
approved SEZs (in Ha) as
on may 2008
Notified SEZs
Area under notified SEZs
(in Ha) as on may 2008
Proposed industrial estates
2008
Area under proposed
industrial estates
may 2008
% of
Influence
region
Zone B: Potential
Development Region
% of
Value
Influence
region
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FINAL REPORT
corridor that shows the impact of transport network in

bringing about growth.
Table 2-4: Aspects and Indicators for Assessment
Aspect
(a)
(b)
(a)
(b)
(c)
(a)
(a)
(b)
(a)
(b)
(c)
(a)
(a)
(a)
(b)
(a)
(a)
(b)
Social and Demographic characteristics

Urbanisation
Landuse
Economy
Agricultural development
Industrial development
Power availability
Water Availability
Telecommunications
Transport
Indicators
Density of population
Annual average growth rate of population
Urban population
Levels of urbanisation
Growth of urban population
Landuse characteristics
Work participation Rates
Workers in other sectors
Percentage area under agriculture
Percentage agricultural workers
Percentage irrigated and unirrigated agricultural area
Location of industrial activities
Power infrastructure situation
Surface water availability
Ground water availability
Length of optical fibre network
Road and rail network
Availability of logistics infrastructure
Table 2-5: Demographic Characteristics- Sub Zones

Zones
Zone A: MMR (excluding the Greater
Mumbai)
Zone C: Potential growth corridor
Zone D: Spill over growth region
Total
Population
(1991)
2127663
6690716
5169494
3973042
17960915
Population
(2001)
7674471
11646605
8897538
5470590
33689204
Area
(Sq Km)
4355
30610
28865
25465
89521
Density of
Population per
sq. km (1991)
464
219
179
156
201
Density of
Population per sq.
km(2001)
1675
380
308
215
376
AAGR
(%)
(91-01)
14
6
6
3
6
Source: Compiled from Census of India, District Census Handbook, Maharashtra, 1991 and 2001.
12.
With respect to gender ratio, the MMR has the
lowest gender ratio that is primarily due to the large number
of working population (Figure 2-4). The other zones have
comparatively higher gender ratios. Literacy rates on the
other hand are highest in MMR. Literacy rates are lowest in
the spill over growth region.
13.
Figure 2-5 shows the development status of
talukas in terms of demographic and social achievements.
Appendix 2-3 gives the support database. Kalyan, Bhiwandi,
Haveli, Karjat, Nashik and Malegaon are the talukas with

high level of urbanisation. These talukas also have high
population density and population growth rate owing to the
influence of the presence of major urban centres in the
talukas (the characteristics of the urban centres are
described in detail in chapter 6). In terms of overall score of
development, Pune, Vasai, Palghar, Thane, Bhiwandi talukas
rank high. Talukas farther away from the major urban centres
show lower levels of development.
2-7
FINAL REPORT
980
74
960
72
940
70
920
68
900
66
880
64
860
62
840
820
60
800
58
780
56
A
C
Gender Ratio
Literacy Rate (%)
Density (Popu/sq.km)
Influence Region
Literacy Rate
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Figure 2-4: Gender Ratio and Literacy Rate
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Figure 2-5: Demography and Social Development-Talukas in Influence Region

2-9
FINAL REPORT
2.4.1 Urbanisation Characteristics

14.
The influence region on the whole has an urban
population of 16 Million. Of this, MMR and the potential
development region account for 12 million urban population
(6 million each) (Figure 2-6). Urban population is close to 1

million in the spill over growth region. The urbanization
levels are also highest in MMR and the potential
development region Figure 2-7).The level of urbanization
shows a decline as distance from the MMR increases.
Percentage of Urban Population
90
80
70
60
50
40
30
20
10
0
ZoneA: MMR
Zone C: Potential
growth corridor
Zone B: Potential
Development
Region
Zone D: Spilll over

growth region
Influence Region
Influence Regions
Figure 2-6: Level of Urbanisation

18.0
Urban Population in Million
16.0
14.0
12.0
10.0
8.0
6.0
4.0
2.0
0.0
ZoneA: MMR
Zone B: Potential Zone C: Potential

Development
growth corridor
Region
Zone D: Spilll
over growth
region
Influence Region
Influence Regions
Figure 2-7: Urban Population-2001 (Million)
UTH
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2-10
cities for the indicators. The cities were then ranked for
performance in indicators for each of the sectors. Each of
these aspects is detailed out in the subsequent sections.
Comparative assessments for the million cities have
however, been made only for five million cities (Thane,
Kalyan, Pune, Pimpri Chinchwad and Nashik). Greater
Mumbai has been intentionally left out as it already ranks the
highest in terms of development status.
15.
A separate assessment has been carried out for
the million cities. Several indicators have been used to
assess the development status of the million cities. Five
major aspects have been considered viz., locational
advantages, urban growth and spatial spread, economy,
infrastructure, social infrastructure and environment. Table 26 gives the indicators considered under each of these
aspects. Appendix 2-4 gives the database for each of the
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Table 2-6: Indicators for Assessment of Development Status

S. No.
(a)
Aspect
A.
Locational Advantages
B.
Urban Growth and Spatial Spread
C.
Economy
D.
Infrastructure
E.
Social Infrastructure
F.
Environment
Indicator
Connectivity by Type of Road
Major road projects
Distance from JNPT Port
Availability of rail connection
Availability of air connection (Km)
%Urban Population Growth (AAGR 91-01)
Industrial Development
Service Industry Development (IT)
SEZs(existing and formal approved by GOI)
Work Participation Rate
Proposed investments* (in lakhs)
% Gap - HH Access to Tap Water Supply
% Gap - access to toilet facility
% Gap - HH with Drainage
Public Transport System
Education
Health
Natural Hazard Zone
Air Quality
SO2-Industrial
NO2-Industrial
RSPM-Industrial
Slum population(%)
Location Advantages
16.
In terms of locational advantages, Pune is
comparatively better developed (Figure 2-8). This is due to
the presence of an International Airport in the city and the
ongoing Pune City Integrated Road Development Project. All
cities except Kalyan are connected to one or more National
Highways.
50
Urban Growth
17.
In terms of urban growth, Pimpri-Chinchwad has
come up as the fastest growing city (Figure 2-9). Location of
new service sector industrial such as Information Technology
and industrial parks has contributed to the growth of the city.
18.
The city is presently the hub to industries such as
automobile, chemical, medicine and heavy industry. Other
cities with higher growth rates include Thane, Pune and
Nashik.
45
Composite Score
(b)
40
35
30
25
20
15
10
5
0
Thane
Kalyan-Dombivli
Pune
Pimpri Chinchwad
Nashik
Million Plus Cities
Figure 2-8: Locational Advantages
2-11
FINAL REPORT
(d)
Composite Score
12
20.
In terms of infrastructure development, KalyanDombivli has ranked the highest (Figure 2-11). This is
primarily due to better infrastructure in terms of access to
water supply, sanitation and drainage. Nashik ranks low in
infrastructure development. Public transport situation in these
cities is the same with all cities depending on municipal
transport.
10
8
6
4
2
45
0
Kalyan-Dombivli
Pune
Pimpri Chinchwad
Nashik
Million Plus Cities
Figure 2-9: Urban Growth

Economic Development
19.
With respect to economic development, Thane and
Pune rank the highest (Figure 2-10). The main influencing
factors are (a) level of service industry development; (b)
number of special economic zones; and (c) proposed
investments. Industrial development in Kalyan and Dombivli1
surrounding areas has been picked up in the past few years.
Several investments for industrial development have been
proposed for the city.
40
35
30
25
20
15
10
5
0
Thane
Kalyan-Dombivli
Pune
Pimpri Chinchwad
Nashik
Million Plus Cities
Figure 2-11: Infrastructure Development

(e)
Social Infrastructure Development
21.
With respect to social infrastructure development,
Pune and Pimpri-Chinchwad take the lead. These cities
boast of several leading education institutions. Nashik has
comparatively lesser-developed social infrastructure facilities
(Figure 2-12).
35
30
25
20
15
25
10
5
0
Thane
Kalyan-Dombivli
Pune
Pimpri Chinchwad
Nashik
Million Plus Cities
Composite Score
Composite Score
40
Composite Score
Thane
(c)
Infrastructure Development
Figure 2-10: Economic Development
20
15
10
0
Thane
Kalyan-Dombivli
Pune
Pimpri Chinchwad
Nashik
Million Plus Cities
Figure 2-12: Social Infrastructure Facilities

(f)
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22.
Urban environmental conditions determine the
quality of life that the city dwellers have access to. Pune and
Nashik have the best environmental conditions (Figure 213). This is primarily due to lower emission levels. The
environmental status of Kalyan-Dombivli is poor. The city has
high industrial emission levels. However, a positive feature of
1 Industrial development is not limited to the Kalyan-Dombivli Municipal

corporation area (KDMC). Industrial development is taking place out
side of the KDMC area also. As per the MIDC, category A industrial
area is located in Dombivali (near Sagaon-Sonarpada, Asde-Golivali,
Gajbandhan-Patharli, and Chole villages) and another category A
industrial area running operations in Kalyan Biwandi area (located at
village limits of Saravali and Gove) area.
Environment
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FINAL REPORT
the city is the very low proportion of slum dwellers (3%) as

compared to 33% in Thane and 21% in Pune.
Figure 2-14: Overall Development Status

2.5
LANDUSE & LAND VALUE

CHARACTERISTICS
49
47
46
45
44
43
42
41
40
39
Thane
Kalyan-Dombivli
Pune
Pimpri Chinchwad
Nashik
Million Plus Cities
Figure 2-13: Environmental Status

(g)
Overall Development Status
23.
In terms of overall development status, Pune ranks
as the most potential city (Figure 2-14) followed by KalyanDombivli. The major strengths of the Pune city include
industrial development, better connectivity and good quality
of environment. Kalyan-Dombivli having the better water
supply, sanitation facilities and having the better public
transportation system having 7 sub urban stations. Thane,
also shows a higher potential for development. Pimpri
Chinchwad has the primary strength of being the twin city of
Pune (located at a distance of around 15 kms). The effects of
agglomeration economies from Pune have significantly
contributed to the growth of this city..
24.
Land availability is an important determinant for
location of economic activities. Availability is also linked to
land values. A lot of development in urban centres over a
period of time gets shifted to peripheral areas instead of the
Central Business District (CBD) primarily due to high land
values in the CBD area. Therefore, in this section both the
land use (that will indicate the likely extent of available land)
and the land values have been discussed. Table 2-7 gives
the landuse distribution within the zones. The area forested
and the area under agriculture can be considered as land not
available for further urbanization or industrialization (with the
view of protecting the environment). Land not under
agriculture and culturable waste area are the land that can
be identified as potential available land for development.
60% of the area in the influence region is under agriculture.
Forested area accounts for nearly 16%, the figure being the
highest in the MMR region. As such around 24% of land in
the influence area in potentially developable.
40000
35000
30000
25000
Rup ees
Composite Score
48
20000
15000
10000
5000
0
Zone A
Zone B
Zone C
Zone D
Figure 2-15: Land Values (Rupees/sq.m)
Table 2-7: Land Use Characteristics (Percent)

Zone
A
B
C
D
Influence Region
Forest Area
Area (Ha)
%
133644
655865
193124
360614
1343247
31.8
23.3
7.0
14.6
15.9
Area not under agriculture

Area (Ha)
%
69169
389929
430985
298946
1189029
16.5
13.9
15.5
12.1
14.0
Area under Agriculture

Area (Ha)
%
151671
1504386
1787622
1636805
5080483
36.1
53.5
64.5
66.4
60.0
Culturable waste area

Area (Ha)
%
65132
261746
360927
167009
854814
16
9
13
7
10
Source: Compiled from Census of India, District Census Handbook, Maharashtra, 1991 and 2001.
2-13
FINAL REPORT
90
80
70
Percent
60
50
40
30
20
10
0
Zone A
Zone B
WPR
Zone C
Zone D
Other Services
Figure 2-16: Work Participation Rate and Other Services Workers2
Other services include, whole sale retail trade, hotel and restaurants, transport storage and communication, Financial Intermediation; Real Estate,
Renting and Business Activities, Public Administration and Defence to Extra-Territorial Org. and Bodies
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2.6.2 Industrial Activity
25.
Land value is a key factor in deciding location of
economic activities. Zone A-MMR has the highest land
values per sq. km. Zone B and C show comparatively
mediocre values of land and hence has better scope of
attracting location of economic activities. Zone D has the
lowest land values (Figure 2-15). However, land values
alone cannot determine the location of economic activities.
Other factors such as existing economic base and
infrastructure situation are important and hence are
discussed in the subsequent sections.
2.6
27.
Industrial activity in the influence region is currently
concentrated heavily within the MMR (Table 2-8). Apart from
industrial estates, specialized industrial zones such as the
SEZs (that require huge private both national and multi
national funding) are also concentrated in the MMR. Zone B
that is adjacent to the MMR has also attracted significant
industrial investments. Important cities such as Nashik, Pune
and Pimpri-Chinchwad that are characterized with high levels
of industrialization, are also located in this zone. The number
of SEZs located in this zone is also highest as compared to
other zones. Besides, Nashik-Igatpuri-Sinnar region is part of
the proposed investment region in the DMIC project. There
are no notified SEZs in Zones C and D. Only a few industrial
estates have been proposed.
ECONOMY
2.6.1 Workers
26.
An important characteristic of the work participation
rates is that the percentage of workers declines with
increasing urbanization. In the influence region too, the
characteristic is visible. Zone A MMR has the maximum
proportion of urbanization and also the least proportion of
workers. The WPR is highest in the spill over growth region
that has considerable rural characteristics (Figure 2-16). The
proportion of workers in other services is highest in MMR and
declines with distance from this region.
28.
A district level assessment of the industrial activities
was done to bring out sub-zone wise specialization. This was
considered important to identify future potential economic
activities in the influence area and its urban nodes. Table 2-9
gives the industrial activity specialization for each of the
zones. Zone A and B have industrial activities such as
IT/ITES, Bio technology, high end agro processing. Zone C
predominantly has heavy metal industries such as steel,
cement, etc. Zone D that primarily falls under the agricultural
zone includes ayurvedic medicine, tobacco processing, etc.
Table 2-8: Industrial Area Characteristics

Zone A: MMR
Indicator
Industrial estates (excluding MCGM) as on
2008
No of formal approved SEZs as on may
2008
Area under formal approved SEZs (in Ha)
Principle approved SEZs
Area under principle approved SEZs (in
Ha)
Notified SEZs
Area under notified SEZs (in Ha)
Proposed industrial estates (excluding
MCGM) as on 2008
Area under proposed industrial estates
(excluding MCGM)
Zone B: Potential
Development Region
% of
Value
Influence
region
Zone C: Potential
Growth Corridor
% of
Value
Influence
region
Zone D: Spill over

Growth Region
% of
Value Influence
region
Total
Value
% of
Influence
region
14
32
18
11
25
11
25
44
42
60.86
25
36.23
2.89
69
3773
13
64
45
1701
13
29
45
395
2
7
7
0
1
0
3
5869
29
12593
49
11992
46
1200
103
25888
8
1603
38
76
13
506
62
24
0
0
0
0
0
0
0
0
21
2109
10
23
28
65
43
8240
22
28296
74
1230
372
38139
Table 2-9: Industrial Activity Specialisation

Sub-Regions
Zone A: MMR
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Industrial Activity Specialisation

Chemical & Products
Transportation Equipments manufacturing
Electric Machinery
Wool, Silk, Sys, Fiber, Textiles
Rubber, Plastic, Petroleum products
Machinery & Tools
Cotton products
2-15
FINAL REPORT
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2-16
UTH
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Metal products
Metals & Alloys
Paper Products
Food processing
Mfg. Industries
Non metallic Minerals
Beverages
Textile products
Wood, Wood products
Leather Products
IT/ITES
Bio Technology based
Chemical production units
Bulk Drug manufacturing units
Fisheries
Mine based industries
Agro food processing units (Sugar, mangoes, pomegranate, onion)
Grape and Wines processing zones
Horticulture units
Dairy, Poultry, and Sheep & Goat rearing
Engineering based industries
Automobile based industries
Electronics based industries
Raisins based industries sector
Steel furniture industries
Aluminum based industries
IT/ITES parks
Bio technology parks
BPOs
Port based activity centers
Gas, Petroleum production units
Cotton Textile
Ayurvedic medicine production units.
Metal product units
Wood and Paper based industries
Tobacco processing
Fisheries
Aluminum based Industry
Liquefied Carbonic Gas based industries
Limonite, silica, bauxite, literate stone based mining industries
Mango (Alphansa), Cashew nut exports units.
Mfg.of Orthopedic Implants & instruments
Paper based industries
Tobacco related industrial units
Milk chilling units
Handloom and Power loom weaving industries
Synthetic blended yarn industries
Manufacturer of mechanized agricultural implements
Steel Industries
Cement Pipes
Rubber production units
Horticulture units
Sugar factories
Chemical based industries
Ayurvedic medicine production units.
Tobacco processing units
O
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(h)
(i)
(j)
(k)
(l)
(m)
(n)
(o)
(p)
(q)
(r)
(s)
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
(n)
(o)
(p)
(q)
(r)
(s)
(t)
(u)
(v)
(w)
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
(n)
(o)
(p)
(q)
(a)
(b)
(c)
(d)
Sub-Regions
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Sub-Regions
(e)
(f)
Cotton Textile units

Metal based industries
2.6.3 Agricultural Activity

29.
Agricultural activities are more predominant in the
spill over growth region. The percent of agricultural workers
are largest in this region (Figure 2-17). The agricultural
infrastructure is also better in this region. Figure 2-18 shows
the irrigated and un-irrigated land area in the various sub
zones of the influence region. In the previous sections, we

have already discussed the proportion of agricultural area in
the various sub zones of the influence region. Apart from the
MMR region, other zones have more than 50% area under
agriculture. In Zone C and D, the proportion is more than
65%. The proportion of irrigated area is also largest in these
two zones.
30
25
Percent
20
15
10
5
0
A
Influence
Region
Percent
Figure 2-17: Percent of Agricultural Workers

100
90
80
70
60
50
40
30
20
10
0
Zone A
Zone B
Irrigated
Zone C
Zone D
Influence
Region
UnIrrigated
Figure 2-18: Percent of Irrigated and Un-irrigated Area

30.
The overall economic development pattern shows
that Pune taluka shows the largest potential for economic
development followed by Thane, Aurangabad, Mawal,

Nashik, Hawali, Bhiwandi and Walwa (Figure 2-19).
2-17
FINAL REPORT
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Figure 2-19: Economic Development-Talukas in Influence Region
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2.7.1 Power availability

2.7
INFRASTRUCTURE
31.
Assessment of the infrastructure base is an
important component in this study. Key infrastructure such as
power, water, telecommunications have been assessed
specifically in the subsequent sections.
32.
The power network within the influence region
shows a higher density within the MMR region. The
proposals too are concentrated extensively in this region
(Figure 2-20). The other major areas of concentration
include the Nashik belt and the Pune Region.
Source: Map on Existing and Proposed EHV Lines in Maharashtra, MAHA TRANCO, Maharashtra.
Figure 2-20: Existing and Proposed EHV Lines in Influence Region

2.7.2 Water availability
33.
Availability of water is an important pre requisite for
the location of industries. An assessment of both the surface
water potential as well as the groundwater availability has
been done in the following sections. Figure 2-21 shows the
surface water potential in the region. The area is drained by
several river basins. Based on availability of water, five
categories are shown in Table 2-10. Figure 2-22 shows the
zone wise availability of ground water before monsoons.
Zone A boasts of a highly surplus availability of surface
water. The availability of water declines as we move towards
the east of Maharashtra. A similar trend can be seen for
ground water availability in the post monsoon time (Figure 223).

Table 2-10: Categories of Water Availability
Category
Highly Deficit
Deficit
Normal
Surplus
Abundant
Per Ha Availability (Cum)

Below 1500
1501-3000
3001-8000
8001-12000
Above 12000
Source: Report on Water Auditing Of Irrigation Projects in Maharashtra State

2006-2007, Water Resources Department, Government of Maharashtra, March
2008.
2-19
FINAL REPORT
Source: Report on Water Auditing Of Irrigation Projects in Maharashtra State 2006-2007,

Water Resources Department, Government of Maharashtra, March 2008.
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Figure 2-21: Surface Water Availability
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Source: Report on Water Auditing Of Irrigation Projects in Maharashtra State 2006-2007, Water Resources Department, Government of Maharashtra, March 2008.
Figure 2-22: Ground Water Availability-Pre-Monsoon

2-21
FINAL REPORT
Source: Report on Water Auditing Of Irrigation Projects in Maharashtra State 2006-2007, Water Resources Department, Government of Maharashtra, March 2008.
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Figure 2-23: Ground Water Availability-Post Monsoon
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2.7.3 Telecommunication Network

34.
Figure 2-24 shows the telecommunication network
in the influence region. Most of the major urban centres are
connected by the 24 and 12 inch fibre. Only MMR has the 48

inch fibre connectivity that too in some important centres
such as Greater Mumbai and Thane.
Figure 2-24: Telecommunication Network

2-23
FINAL REPORT
35.
The overall development index for infrastructure
shows that Thane, Kalyan, Alibag talukas have better
infrastructure facilities followed by Palghar, Vasai, Bhiwandi,
Ulhasnagar, Ambarnath, Uran, Panvel ,Murud, Nashik, Pune

Mawal, Haveli, Jalgaon Talukas (Figure 2-25).
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Figure 2-25: Infrastructure Development-Talukas in Influence Region
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of these regions has been assessed in the following sections.

This is considered as a necessary prelude to the formulation
of the regional and transport perspective strategy for the
36.
Based on the assessment of the key characteristics
DMIC region. Table 2-11 gives the SWOT assessment of the
of the sub-regions of the influence region, a SWOT analysis
zones of the influence region.
Table 2-11: SWOT Assessment
2.8
SWOT OF DELINEATED
INFLUENCE REGION
Strength
Zone A: MMR
(a)
Advantage of Mumbai, (a)
financial capital of India.
(b)
Strong commercial and (b)
Industrial base.
(c)
(c)
Presence of two major ports (d)
in the region (JNPT,
Mumbai port).
(e)
(d)
Presence
of
two
International
airports
(Mumbai, Navi Mumbai).
(e)
Existence of Development
and control regulatory
authority.
(f)
Public transport connectivity
to urban centers within the
city and between the cities.
(g)
Presence of 14 industrial
estates,
13
principle
approved SEZs and 8
notified SEZs with an area
of 14196 ha.
(h)
35% of influence region
population
work
in
secondary sector (excludes
MGM).
(i)
Good
Physical
infrastructure facilities.
(j)
High AAGR of population
(1991-2001) of 14%.
(k)
Maharashtra
industrial
policy declared as an A
category industrial zone
indicates the scale of the
development.
(l)
High ground water table.
(m) Presence
of
Inland
Container Depots.
(a)
The region is connected (a)
with the Golden Triangle of
Maharashtra
(Mumbai,
Pune, Nashik,).
(b)
(b)
Industrial and economic
development is high in this
region.
(c)
Zone is known for Agro
based industries (wineries
especially).
(d)
Strong education and
research base.
(e)
Strong base of IT/ITES,
Weaknesses
Topographic constraints,
limited land availability.
High real estate prices.
Traveling time is high.
High population density of
1675 persons/sq. km.
31.8% area covered under
forest land.
Opportunities
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Lacks infrastructure facility

for
rapidly
growing
population.
Development
is
concentrated on specific
pockets of the region. For
example, Nashik and Pune.
(a)
(b)
(c)
(d)
(e)
(f)
A large number of minor and

intermediate ports which can
act as economic drivers of the
region.
Large scope in Business
Process Outsourcing (BPO)
hub and Knowledge Process
Outsourcing (KPO) industry
which can further create
employment opportunity for
large number of population.
42 formal approved SEZs with
an area of 3773 ha.
10 proposed industrial estates
with an area of 8240 ha.
Developing better public
transport
system
by
connecting all the major
centers in the region including
ports other nodes.
Development of Port based
economic activities.
Development
of
Marine
biological research stations.
25 formal approved SEZ with

an area of 1701 ha.
Scope to develop intermediate
growth centers between
Nashik and Pune.
Good climatic conditions to
develop
agro
based
industries.
Scope for developing Auto
industry.
Presently
IT/ITES,
Bio
Threat
(a)
(b)
(c)
(d)
(a)
(b)
Lack
of
funds
for
infrastructure provision.
Poor living environmenthigh population and lower
proportion of open spaces.
Presence of national and
international competitors in
manufacturing industries.
Land shortage forcing rapid
increase in land rates.
Competition in IT/ITES,
Biotechnology
industries
from other major towns in
India.
Pressure on infrastructure
due to growing population.
2-25
FINAL REPORT
(i)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
(a)
Location
of
transport (a)
network mainly National
Highways major strength
(b)
Land values are low
(b)
(c)
11 industrial estates are
operating from the zone
(d)
2 formal and 2 principle (c)
approved SEZs accounts
an area of 1595 ha
(e)
Minor and Intermediate
ports are exist at Raigad,
Ratnagiri regions.
(f)
Industrial development at
Solapur and Jalgaon area.
Zone D: Spill Over Growth Region
(a)
Zone is known for agro food
processing
(b)
Chemical based industries
are located in the zone
(c)
3% of AAGR
(d)
14.6% covered under forest
area
(e)
Land values are low
(f)
11 industrial estates region
present in this region
(g)
High ground water levels
(a)
(b)
(c)
(d)
(e)
(f)
(a)
(b)
(c)
(d)
Ahmednagar is only class-1

town in the zone.
No highway connectivity
with in the zone
Only one industrial estate
operating the region
One proposed industrial
estate shows the less
industrial prospects in the
zone.
Lack
of
connectivity
between the urban centers.
Lack
of
educational
institutes.
(a)
(b)
High impact due to location on

transport corridors thereby
increasing
potential
for
economic development.
Scope
for
increasing
educational facilities.
Scope for developing textile
industry at Solapur and
tobacco industry
High incentives are offered by
Maharashtra industrial policy,
zone primarily falls under the
group B, C, D and D+.
(a)

are approved which accounts
for an area of 1230 ha.
(a)
(b)
(b)
(c)
Smaller order towns lack

potential
to
attract
investment
Human
resource
development not adequate
due to lack of good
educational institutes.
Smaller order towns lack

potential
to
attract
investment.
Poor connectivity a threat to
attract economic activities.
Lack of human resources
(Skilled).
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There are 5 Class -1 towns

and remaining are Class II
towns
Urban population is less
compared to Zone A, Zone
B.
Lack
of
educational
institutes.
Threat
UTH
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(h)
Opportunities
technology,
Chemical
industries are concentrated in
Pune region only. There is
scope to extend the industry
to the other parts of the
regions.
Improving the air connectivity
to Nashik.
Strong inflow of educated
people.
Spillover
advantage
of
Mumbai and looking for other
business destinations.
Development of High speed
connectivity to MumbaiNashik-Pune.
Expanding religious tourism
facilities.
Establishing
the
good
connectivity between the
growth centers.
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(g)
Weaknesses
(f)
Strength
Biotechnology industries in
the region (Pune region).
3 millions plus cities present
in the zone.
Low land values compared
to Zone A.
Presence
of
Inland
container depot at Pune.
56 % population is urban
population.
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3
DMIC INFLUENCE REGION - IDENTIFICATION
OF POTENTIAL URBAN NODES
3.1
DMIC INFLUENCE REGIONIDENTIFICATION OF

POTENTIAL URBAN NODES
INTRODUCTION
1.
Identification of potential urban nodes is one of the
most important components of formulation of regional and
transport perspective strategy for the DMIC influence region.
Such nodes, it is expected would act as generators of
economic momentum so that the development impulses
generated by the DMIC corridor can be spread across the
influence region. Besides, it would help in achieving the goal
of harmonious regional development.
This chapter
essentially focuses on identification of such potential urban
nodes in the various zones of the influence region. It is thus,
divided into four broad sections. Section 1 introduces the
chapter. The methodology for the identification of the
potential urban nodes has been described as part of the
second section. Section 3 describes the characteristics of the
potential urban nodes in the influence region. The screening
of urban nodes to identify the potential urban nodes has
been discussed in detail in Section 4.
3.2
IDENTIFICATION OF
POTENTIAL URBAN
NODES IN SUB-REGIONS
2.
There are 152 urban centres in the delineated
influence region. Of this, 37 urban centres are located in the
Zone A: MMR and 52 in the Zone B: Potential Development
Region (Figure 3-1). While all urban centres have a certain
degree of potential, owing to their location characteristics
(example, location in proximity to another larger urban
settlement or an industrial area), the potential of a town is
more directly determined by its base population. Larger
cities have a greater potential to attract more population.
This implies that for economic activities to be attracted to a
city, a threshold population is required. In formulating the
regional and transport perspective strategy for the DMIC
region, the primary emphasis is on identification of such

urban nodes that presently have the potential to take up
activities that are likely to get a impetus due to the presence
of the freight and industrial corridor. Given this premise, it
was felt that identification of potential urban nodes has to be
within a certain population range. Accordingly, cities with a
population above 50000 (Class II cities) were considered.
60
52
50
37
40
35
28
30
20
10
0
Zone A: MMR
Zone B: Potential
Development Region
Zone C: Potential
growth corridor
Zone D: Spill over

growth region
Figure 3-1: Number of Urban Centres in Influence Region

by Sub-zone, 2001
3.
A total of 55 urban centres were therefore, studied
in order to identify the potential urban centres. Table 3-1
gives the indicators used to assess the urban centres. With
the help of these indicators, the characteristics of the urban
centres were analysed. After such an analysis, a screening
of these urban centres was done. For this, assumptions
were developed and score were assigned so that the
performance of the urban centres with respect to the studied
aspects. Table 3-1 gives these aspects and indicators and
their scoring values.
Table 3-1: Aspects and Assumptions-Screening of
Potential Urban centres
Aspect
Demography
Indicators
Population Growth
Rate
Scoring
above 10%=100
5-10%=50
3-1
FINAL REPORT
Connectivity
Road Connectivity
Rail Connectivity
Scale of
Agglomeration
(committed &
proposed
industrial
areas/estates/
SEZs)
Policy incentives
Formal
approved
SEZs
Principal approved
SEZs
Notified SEZs
Industrial estates
Plots available for

allotment in industrial
estates
Proposed industrial
estates
Land acquired for
Proposed industrial
estates
Govt.
Policy
incentives
Agriculture open land
value
Land Availability
Forest
area
in
respective
urban
node tehsil
Ground water levels
Surface
availability
water
Power-Transmission
line
Infrastructure
Proposed
Transmission lines
OFC cable network
availability
Prospects of Skilled
man power
CHARACTERISTICS OF
POTENTIAL URBAN
GROWTH NODES
4.
As already discussed above, urban centres of
Class II size and above have been considered as potential
urban nodes. Table 3-2 gives the cities under each size
class viz., Million city, Class I and Class II. Zone C has no
million cities. In the subsequent sections, the characteristics
of these cities have been analysed.
Table 3-2: Potential Urban Growth Nodes
Zones
Million City
Thane
KalyanDombivli
Zone A: MMR
Zone B:
Potential
Development
Region
Zone C:
Potential
growth
corridor
Zone D: Spill
over growth
region
Pune- Pimpri
Chinchwad
Nashik
No Cities
Class I City
Navi Mumbai
Bhiwandi
Mira-Bhayandar
Ulhasnagar
Ambarnath
Nalasopara
Virar
NavgharManikpur
Panvel
No Cities
olapar
Malegaon
Jalgaon
Dhule
Satara
Ahmadnagar
3.3.1 Demographic
Characteristics
Class II City
Badlapur
Khopoli
Kirkee
Sangamner
Lonavala
olapa
Deolali
Amalner
Ratnagiri
Karad
Baramati
Shrirampur
Manmad
Kopargaon
Phaltan
and
Social
5.
The urban centres identified for screening potential
urban nodes within the different zones of the influence region
have shown rapid population growth rate. The overall growth
rate annually is 5% (Table 3-3). MMR Region has highest
growth rate of 6%, with highest population in 1991 and 2001.
In MMR Region Thane town has the highest population of
about 12, 62,551 (in 2001). Amongst the other zones, the
potential development region shows growth rate of 5% and
other two zones show a growth rate of 3%.
6.
This growth rate is more visible in the density
figures of these urban centres. The increase in density of
population is most significant in Zone B: Potential
Development Region. The overall population density of urban
centres (under consideration) is 9042 persons/sq. km in the
influence zone as per 2001 census. Navghar-Manikpur of
MMR region has the highest population density of 95,675
persons /sq. km.
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Five star& M.I=2 = 100

M.I= 50
Mini, G.C =25
less than 50 = 100
50-100 = 50
above 100 = 25
above 6 = 100
3-6 = 50
0 2 = 25
above 2000 = 100
500-2000 = 50
less than 500 = 25
High incentives = 100
Medium incentives =50
Low Incentives = 25
less than 8000 = 100
8000-25000 = 50
above 50000 = 25
less than 10 = 100
10-25 = 50
above 25 = 100
below 2 = 100
2-10 =50
above 10 =25
Very much surplus = 100
Normal = 50
Deficit = 25
400 kv = 100
220 kv = 50
132 & 110 kv =25
765 kv = 100
220 & 400 kv = 50
132 kv = 25
48 Fibre = 100
24 & 12 Fibre = 50
6 Fible = 25
above 30 = 100
10-30 =50
1-10 = 25
3.3
UTH
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Proximity to JNPT
Scoring
0-5%=25.
0-50 = 100
50-150 = 150
above 150 =25
NH,SH = 100
SH = 50
MDR = 25
Connected = 100
Not connected = 0
above 20 = 100
10-20 = 50
1-10 = 25
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Indicators
Aspect
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Table 3-3: Demographic Characteristics- Sub Zones (Population figures for MMR are excluding Greater Mumbai)
Zones
Zone A: MMR
Zone B: Potential Development
Region
Total :
Population
(1991)
3346591
Population
(2001)
5637588
Density of Population
per sq. km (1991)
4687
Density of Population
per sq. km(2001)
7587 (+2900)
2944464
5304785
5190
8684 (+3494)
1813436
406015
8510506
2369670
572041
13667680
7620
5509
5630
9567 (+1947)
7762 (+2253)
9042 (+3412)
AAGR (91-01)
6
5
3
3
5
Source: Compiled from Census of India, District Census Handbook, Maharashtra, 1991 and 2001. Note: Figures in parentheses show the increase from 1991-2001.
7.
Gender ratio in the urban centres of the influence
zone is 875 females / thousand males (Table 3-4). Zone D:
Spill over Growth Region has highest gender ratio of 942.
Shrirampur of zone D have highest gender ratio of 965
female / thousand males. However, MMR zone has lowest
gender ratio of 830 female / thousand males which is
primarily due to large number of male specific in migration for
work. Literacy rate of influence region is 74%. Among this
except potential growth corridor, rest all three zones have
similar literacy rate of 75%.
3.3.2 Economic Characteristics

9.
The average workers participation rate in the urban
centers is 34% (Table 3-5). MMR Zone has highest
proportion of working population i.e. 35%. This is due to the
presence of migrant and industrial labors in the region.
Bhiwandi city in MMR zone has the highest WPR of 42%.
The cities in Thane and Pune districts have higher proportion
of workers in comparison to other towns. The location of
major industrial estates and continuous demand of workers
in industrial activities is the main reason. Malegaon town has
least WPR of 27%.
Table 3-4: Gender ratio and Literacy rate in Urban

Settlements, 2001
Zones
Zone A: MMR
Region
Zone C: Potential growth
corridor
Total :
Gender Ratio
830
Literacy Rate
75
891
75
941
70
942
875
75
74
Table 3-5: Workforce Participation Rate-2001.

Zones
Zone A: MMR
Total :
WPR (%)
35
34
31
31
34
Source: Compiled from Census of India, Maharashtra 2001.
Source: Compiled from Census of India, District Census Handbook,

Maharashtra, 1991 and 2001.
10.
A large number of towns in the influence zone have
a significant proportion of workers engaged in service sector.
The proportion is as high as 94% (Table 3-6). Workers in
other services include workers in non-household
manufacturing, trade and commerce, construction, storage,
transport and communication and other banking services.
This basically constitutes industrial and tertiary activities.
8.
Figure 3-2 shows the development levels for
demography and social development amongst the urban
centers in the influence region. Appendix 3-1 gives the
support database.
Table 3-6: Occupation Structure of Urban Centres by sub-zone, 2001

Zones
Zone A: MMR
Agricultural
Workers (%)1
0.74
1.70
Cultivators2 (%)
0.74
1.53
Household Workers
(%)
2.31
2.73
Other Services3
(%)
96.21
94.05
Total
2028169
1720763
Agricultural workers include agricultural labourers, workers working in Plantation, Livestock, Forestry, Fishing, Hunting and allied activities, mining and
quarrying related activities.
2 Household workers includes workers working in manufacturing house hold industry, manufacturing non house hold industry, electricity, gas, water supply
and construction related activities.
3 Other services includes whole sale retail trade, hotel and restaurants, transport, storage and communications, financial Intermediation; real estate,
renting and business activities, public administration and defense to extra-territorial Org. and bodies
3-3
FINAL REPORT
Zones
Total :
Agricultural
Workers (%)1
2.12
2.95
1.88
Cultivators2 (%)
1.96
2.25
1.62
Household Workers
(%)
8.91
4.96
4.73
Other Services3
(%)
87.01
89.84
91.78
Total
736017
177844
4662793
Source: Compiled from Census of India, Maharashtra 2001.
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Figure 3-2: Demography and Social Development-Urban Centres in Influence Region
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11.
Figure 3-3 shows the economic development levels
amongst the urban centers in the influence region. The work
participation rates in the cities vary from 25% 35%.
Exceptionally high WPR can be seen in Bhiwandi with 42%
worker participation. Service sector employment in the cities
is an average of 90% in these cities. Solapur is however, an
exception with only 71% of the workforce employed in
service sector. In terms of land values, the highest value can
be seen in Pimpri-Chinchwad and Navi Mumbai. These cities
have witnessed a very steep increase in demand for land for
both industrial activities as well as for residential use. Only
five cities have special economic zones. These include
Bhiwandi, Pimpri-Chinchwad, Navi Mumbai, Aurangabad and
Satara. In terms of overall development, the cities scoring
maximum include Pimpri-Chinchwad, Navi Mumbai.
3.3.3 Infrastructure Characteristics
12.
The assessment of infrastructure development
status has been broadly grouped into two components viz.,
access to basic amenities such water supply, sanitation and
drainage and accessibility and connectivity. The following
paragraphs discuss each of these in detail.
a) Access to basic amenities
13.
93% of households in the urban centres (under
consideration) have coverage of piped water supply (Table
3-7). The urban centres in potential growth corridor are
marked with highest household water supply coverage of
94%. This is followed by, potential development region, MMR
and the spill over zone. Pune city in zone B has 100%
household coverage of water supply. Other towns with 99%
coverage of population by water supply include Lonavala of
zone B, Kirkee, Phaltan of zone D, and Karad of zone C.
Table 3-7: Water supply Coverage
Zones
Zone A: MMR
Total
Percentage of HH
with Water Supply
92
93
94
91
93
Source: Houses and Household Amenities, Census of India, 2001.
14.
With respect to sanitation facilities, most of the
urban centers have less than 70 % of population covered
with sanitation facility (Table 3-8). The overall coverage in
the urban centres under consideration in the influence region
is 62%. MMR zone has highest household sanitation
coverage among all the zones. Navghar-Manikpur of MMR
zone recorded the highest coverage of 94% households.
Malegaon of zone C recorded the lowest coverage of 25%
households.
Table 3-8: Sanitation Coverage in Urban Centres, 2001

Percentage of HH with
Toilet facility
69
67
53
58
62
Zones
Zone A: MMR
Total
15.
84% households are covered by drainage network.
MMR zone has highest drainage coverage of 91% (Table 39). In Kirkee (zone B), 98% population is covered by
drainage network. However, Palghar of zone B and Barshi of
zone C have the lowest coverage of population with drainage
network (63 %).
Table 3-9: Drainage Coverage in Urban Centres, 2001
Zones
Zone A: MMR
Total :
Drainage
91
86
83
74
84
b) Accessibility and Connectivity

16.
Accessibility and connectivity has been assessed
for the urban centres with respect to connectivity with major
transport modes (Table 3-10). Cities in MMR have better
connectivity status with major transport modes.
Table 3-10: Road connectivity to urban settlements
Zones
Zone A: MMR
Region
No of towns connected with

NH
MDR
Railway
Station
Port
Airport
7
1
7
5
6
5
1
0
4
1
Source: Compiled.
17.
Nearly all-urban centers show good infrastructure
availability with respect to access to water supply, sanitation
and drainage. Cities such as Nalasopara, Dhule have
comparatively lower proportion of population having access
to water supply and other amenities. In terms of accessibility
and connectivity, Ulhasnagar, Ambarnath, Malegaon,
Ahmadnagar and Panvel score low. With respect to the
overall development levels, cities scoring maximum include
Pimpri Chinchwad, Navi Mumbai, Panvel, Solapur. Figure 33 shows the infrastructure development levels amongst the
urban centers in the influence region.
3-5
FINAL REPORT
3.4
SCREENING OF
POTENTIAL URBAN
CENTRES
18.
As already explained above, for screening of
potential urban nodes, a defined methodology was adopted.
The methodology essentially has a set of competitiveness
factors with identified indicators which include connectivity,
scale of development agglomeration, policy incentives, land
availability, physical infrastructure, social infrastructure
facilities (Table 3-1). Appendix 3-1(A) gives the scoring of
these parameters for each urban node. Table 3-1 gives the
assumptions for scoring.
3.4.1 Categorisation
urban nodes
of
Cluster
Cluster-3
Nodes
B4b
C1
C2
C3
Name of the Node

Tala-Mangaon
Malegaon
Ahmadnagar
Satara
potential
19.
Based on the cumulative scores for each of the
urban centre, the cities were grouped into three categories
viz., level 1, level 2 and level 3 (Table 3-11). Figure 3-4
shows these cities. Most of the cities in Zone A and zone B
fall in level 1.
Table 3-11: Settlements category
Category
Level-1
Level-2
Level-3
Name of the Settlements

Nashik,Sinnar,Tarapur,Ahmadnagar,Pune,Mangaon,Sat
ara,Karad,Ratnagiri,Baramati, Solapur,
Shrirampur, Panvel, Kalyan, Bhiwandi, Thane,MiraBhayandar,Navi Mumbai, Ambarnath,Ulhasnagar,
Lonavale, Pimpri-Chinchvad, Dhule, Khopoli
Virar,NavagharManikpur, Badlapur, Palghar, Igatpuri,
Peint, Yeola, Uran,Chakan, Daund, Deolali, Jalgaon,
Kopargaon, Dahanu, Dighi
Nalasopara,Vada,Mhasla,Tala,Shirur,Ranjangaon,Shriv
ardhan,Shirdi,Chandvad, Sangamner, Kirkee, Malegaon,
Amalner, Manmad, Palthan, Talasari
3.4.2 Investment Region Clustering

20.
The task of identification of potential growth urban
nodes has been carried forward by formation of investment
regions comprising group of potential growth centers.
Clusters of such urban centres have been formed to aid in
formulation of planning of economic activities and
appropriate regional development strategy. Table 3-12 gives
the clusters in each zone. Figure 3-5 shows these clusters.
Table 3-12: Clusters of Urban Settlements
O
LI
TA
N
EN
TA
P
O
UTH
ORIT Y
Name of the Node

Settlements in MMR region
Alewadi-Dahanu-Tarapur
IgatpurNashik-Sinnar
Nashik-Peint
Pune-Ranjangaon-Shirur
Pune-Chakan
Dighi-Mhasla
TR
MUMBAI ME
3-6
Nodes
A
B1
B2a
B2b
B3a
B3b
B4a
Cluster
Clusters -1
Clusters-2
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Figure 3-3: Infrastructure Development-Urban Centres in Influence Region

3-7
FINAL REPORT
EN
TA
O
LI
TA
N
P
O
TR
MUMBAI ME
3-8
UTH
ORIT Y
Figure 3-4: Economic Development-Urban Centres in Influence Region
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Figure 3-5: Potential Urban Growth Nodes
3-9
4
REGIONAL PERSPECTIVE STRATEGY
FOR DMIC INFLUENCE REGION
4.1
REGIONAL PERSPECTIVE
STRATEGY FOR DMIC
INFLUENCE REGION
INTRODUCTION
1.
This chapter attempts to put forward a regional
perspective strategy for the DMIC influence region. The
project objective has been to formulate such a strategy so
that the GoM can prepare itself to receive the development
impulses generated by the proposed DMIC corridor. The
main components of the regional strategy includes, (a)
planning of economic activities for identified potential nodes;
(b) employment and population projections; and (c)
formulation of an intra regional development strategy. The
chapter is divided into five sections. Introduction to the
chapter is given in section 1. The components of the regional
development strategy have been discussed in section 2.
Section 3 discusses the planning of potential economic
activities and section 4 details out the employment and
population projections. An intra regional development
strategy has been broadly put forward as part of section 5 so
as to guide regional development and planning.
4.2
COMPONENTS OF
REGIONAL PERSPECTIVE
STRATEGY
4.2.1 Planning
Activities
of
Economic
2.
Planning of economic activities has been done for
each of the identified urban clusters. Such an attempt is
based on, (a) an in depth analysis of the existing economic
activities, (b) SWOT assessment of the individual regions
within the influence area, and (c) infrastructure development
situation at the regional and urban centre level. For this, a
strategic approach has been developed.
a) Identification of Resource Availability- Location of
economic activities would be primarily determined by the
availability of resources in the area. Therefore, this
would be one of the determining factors for location of

economic activities;
b) Identification of non-competing economic activitiesIn order to ensure that the urban centres have specific
advantages of agglomeration economies, a set of noncompeting economic activities would be identified. This
however, does not imply that there would be lack of
competition. The urban centres are anyways likely to
have national as well as global competition.
Identification of non-competing activities for the potential
urban centres would help the State Government to
develop focussed infrastructure in these centres.
c) Identification of self supporting activities through
available infrastructure base- To the extent possible,
activities that can be developed within the available
infrastructure base has been identified. This is to ensure
that the proposed economic activities are self supporting
and self sustaining.
3.
This has been discussed in detail in the next
section.
4.2.2 Population and
Projections
Employment
4.
Based on the likely and potential economic
activities for each node and zone, employment and from
there on population projections have been done. The
rationale and methodology for such projections have been
explained in detail in the subsequent sections.
4.2.3 Intra
region
Strategy
Development
5.
In order to complement the nodal growth strategy,
development strategy has been formulated for intra regional
growth. This includes strategy for development of the
following: (a) other urban areas; (b) peri urban areas; and (c)
rural growth areas. Such a strategic thinking and planning is
4-1
FINAL REPORT
necessary at all these levels because these regions should

aim to benefit form the economic development impulses
generated from other major nodes. Strategies towards the
same are outlined in the following sections.
c)
4.3
d) Identification of support industries for development so

that new and diversified economic base can be created;
POTENTIAL URBAN
NODES-PLANNING OF
ECONOMIC ACTIVITIES
6.
In identifying the potential economic activities for
each node, importance has been given to the following
aspects:
a) Local natural resource base utilization;
b) Infrastructure availability including availability of water,
power, etc to sustain the identified economic activities;
Base industrial development in the region (Chapter 2

discusses the industrial specialization for each zone in
the influence region) so that new economic activities get
adequate foothold for development;
e) Identification of non-resource based industries so as to

give boost to tertiary sector.
7.
Such an exercise has been done for each of the
identified clusters. Table 4-1 gives the resource based, nonresource based and supporting industries for each of the
proposed clusters.
Table 4-1: Industrial Activities for Zones in Influence Area
B1 : Alwadi-Dahanu-Tarapur
Chemical production
units
Bulk Drug manufacturing

units
Bio Tech parks
Fisheries
Mine based industries
B2a : Igatpuri - Nashik Sinnar;
Agro food processing and

export zones (Sugar,
mangoes, pomegranate,
onion)
Grape and Wines

processing zones
Horticulture units
Dairy, Poultry, and Sheep

& Goat rearing
Export orient units/SEZ.

Textiles industry
Leather industry
Special Economic zones
for IT/ITES,BPO sectors
Domestic Oil & Gas
Knowledge City to support

Textile, Leather, plastic and
Diamond cutting industries
Integrated Logistic Hub with
ICD
Integrated townships
Entertainment Hub (Luxurious
Hotels, Resorts and Motels).
Marine biological research

stations
CFC
Medicity
B2b : Nashik Peint; C1 :Malegaon

Export oriented units/SEZ
for
engineering, automobile, food
processing and IT/ITES
Automobile sector
Aluminum sector

Raisins sector
ICD
Steel furniture sector
Small scale industrial

zones to support the
Hotels, Resorts and Motels).
ancillaries to automobile
industry
Chemical product Industries is an

important industry in Thane region
Chemical industries comprises of
fertilizers, vegetable, manufacture of
paints, varnishes, lacquers and
manufacture of miscellaneous
chemical products
The concentration of Basic drugs and
Formulation units are located in MMR
region.
MIDC proposed chemical industries in

the region
The concentration of Basic drugs and
Formulation units are located in
Raigad,
Bauxite is available in the region
Region has long coast line
Two ports are exist in the region
Areas near to the MMR boundary are
witnessing the IT Textiles, leather
based industries
Govt. of India declared Nashik as an
AEZ for mangoes, pomegranate, and
onions.
Sugarcane production occupies an
important position in the agriculture
economy of the District
Nashik is wine capital of India
Flowers are cultivated in green houses
in Nashik district.
Identified potential areas by
DIC,NABARD are Floriculture, Onions,
Poultry, Wineries, Fruit pulp extraction,
Automobile and automotive parts
P
O
TR
MUMBAI ME
4-2
Export orient units/SEZ.

Electronics
Plastic products
Apparel parks
Textiles industry. Leather
and fur industry.
Diamond cutting units
Steel based industries
Business parks
Remarks
UTH
ORIT Y
Supporting industries
O
LI
TA
N
EN
TA
Non resource based
Resource based industries

A: MMR
Chemical production
units
Paper production units
Bulk Drug manufacturing

units
Bio Tech parks
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Non resource based
B3a : Pune - Ranjangaon Shiru ; B3b : Pune Chakan
Export oriented units/SEZ
Bio tech parks
Grape and Wines

for
processing zones
Engineering
Agro food processing
Automobile
zones for Pomegranate
Electronics
Horticulture units and

Floriculture
Business parks

engineering, automobile, food
processing and IT/ITES
ICD
Hotels, Resorts and Mota)
Medi City
B4a : Dighi Mhasla; B4b : Tala Mangaon
Engineering based units
Chemical, Paints based

units
Nylon yarn, polyester
Pharmaceuticals units
yarn, nylon tyre yarn and
Port based activity

engineering plastics
centers
production
Fisheries
Adequate resources
available for generations
of power station
Gas, Petroleum products
Agriculture export zones

C2 : Ahmadnagar
Metal based industrial

zones (Milk, Sugar,
sectors
Onion, Wheat, Jowar,
Grams)
Chemical base industrial

zone
Ayurvedic medicine
production units.
Tobacco processing
(Ahmadnagar and
Sangamner)
Cotton Textile
Pune is Auto hub, MIDC set up a huge

industrial estate on 4000 acres of land
at Bhosari. This development led to a
spate of engineering-ancillary
industries being set in the region
DIC, NABARD identified IT/ITES,
Biotechnology, BPO, Automobile,
Floriculture, Onion, Fruit, are emerging
growth sectors.
Pune witnesses intense farming of
sugar, grapes, horticulture, and
floriculture in the hinterlands of the
region.
Pune has locational advantage, being
close to several demand driven
markets.
Pune is hub for IT and BT during last
eight years the sector has grown from
25c crores to 6500 crores
Pune as the Oxford of the East with six
universities which includes the 600
functional colleges
Marine biological research

stations
CFC
LPG recovery plant at Usar

Govt of India declared as AEZ for
Alphonso Mangos
Knowledge cluster to support
agro food processing zones
Hotels, Resorts and Mota).
Ahmednagar has maximum number of

sugar factories.
790 metal industries are located in the
district
178 chemical permanent industries are
located in the district
Many large scale industries are
engaged in producing ayurvedic
medicines in the district
Many small establishments are
engaged in tabacco processing.
The raw material used is cotton which
is available in the local market and a
part of which is imported from foreign
countries.
Govt of India declared as AEZ for
onion
Remarks
manufacturing
Nashik is emerging as a BPO/IT
destination and is in list of the selected
Tier II cities for BPO/IT companies.
Climate in the District is suitable for
allied activities such as Dairy, Poultry,
and Sheep & Goat
4-3
FINAL REPORT
C3 : Satara

zones (Sugarcane,
Soyabeen)
Grape and Wines

processing zones
Chemical production
units

for onion
4.4
Non resource based
Textile mills

Grape and wine processing
and
Aluminum & Raisin based

SEZs
Steel based SEZs
IT/BPO/Business centers
Textile industry
Leather industry
Wood paper based industries
Oil based industries
Spinning & Weaving mills
Plastic based products
Supporting Infrastructure
Integrated logistic hub with ICD
Knowledge Park
Area
8.
In order to project employment for the year 2028 in
the urban clusters, the first step was to ascertain the area
required for carrying out the economic activities. For each
type of economic activity, unit sizes were obtained through a
study of several examples of such industries as proposed
from around the country. Table 4-2 gives the per hectare
employment and the ideal unit size (area in hectare) for each
category of industry.
Table 4-2: Unit Size and Employment per Hectare by
Type of Industry
Unit Size (Area
in Ha)
Type of Industry
Resource based
Agro food processing export
zones
Grape and wine processing
zones
Horticulture units
Biotech parks
Port based industrial activities
Pharmaceutical units
Petrochemicals
Power generation plant
Non resource based
Automobile based SEZ's
Type of Industry
POPULATION AND
EMPLOYMENT
PROJECTIONS
4.4.1 Employment
Projections
Remarks
Per Ha
employment
10
100
14
Per Ha
employment
100
300
200
250
100
109
100
100
100
100
62
62
28
286
75
158
18
62
28
158
158
100
100
Apart from SEZs, MIDC industrial estates following specific industrial parks are
consider for area and employment calculations.
For Auto mobile industrial area and employment assumptions, Pithampur

auto cluster is taken in account
Petrochemical employment assumptions Mangalore petrochemical SEZ is

consider as bench mark.
For Textile employment assumption taken from Textile SEZs of India and
Madhurai Textile Park
All assumptions are taken examples from world, India largest parks for
respective categories
For IT employment projections Mahindra World City (Jaipur) Ltd is taken

as bench mark
For IT employment Indias biggest IT SEZ Mahindra world city is taken as

bench mark
200
5
22
107
4
22
3
22
5000 (per unit)
500 (per unit)
260
Unit Size (Area

in Ha)
150
Note:
200
10
50
500
150
150
150
1612
300
100
The sugar factory was a landmark in

the history of industrialisation of the
district. Sugarcane is an important
annual crop.
9.
Table 4-3 to Table 4-9 gives the employment
projections for Alwadi-Dahanu-Tarapur, Igatpur-Sinnar-Peint,
Pune-Ranjangaon-shirur, Dighi-Mhasla-Tala, Malegaon,
Ahmednagar, and Satara respectively. A cumulative table for
investment clusters has been given in Table 4-10.
Table 4-3: Area and Employment Projection- Alwadi-Dahanu-Tarapur
2000
4000
Total
Employment
75 % of Total
Employment
25% of Total
Employment
Total
population
for
Townships
6000
4500
1500
18000
P
O
TR
MUMBAI ME
4-4
500
Indirect
employment
UTH
ORIT Y
Resource based activities

Direct
Employment
O
LI
TA
N
EN
TA
1
a
Activities
Area
(ha)
Sl.
No.
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Sl.
No.
b
c
d
2
a
b
c
3
a
b
c
Area
(ha)
Activities
Bio Tech parks
Non Resource based activities
Textile industry
Leather industry
IT/ITES/Business parks
Supporting facilities
Integrated logistic hub
Integrated township
Knowledge park
Total area required
Total
Employment
75 % of Total
Employment
25% of Total
Employment
6420
6600
900
9630
9900
1350
7222.5
7425
1012.5
18750
15800
28600
37500
31600
57200
56250
47400
85800
42187.5
35550
64350
2407.5
2475
337.5
0
14062.5
11850
21450
500
1000
1500
1125
1125
Total
population
for
Townships
28890
29700
4050
0
168750
142200
257400
0
4500
72610
145220
163372.5
55207.5
653490
Direct
Employment
Indirect
employment
30
150
150
3210
3300
450
250
100
100
100
2613.96
100
4093.96
217830
Table 4-4: Area and Employment Projection- Igatpur-Sinnar-Peint

Sl.
No.
1
a
b
c
2
a
b
c
d
e
3
a
b
c
Activities
Agro food processing export zones
Grape and Wine processing zones
Horticulture units
Automobile based SEZs
Aluminum & Raisin based SEZs
Steel based SEZs
Integrated township
Knowledge park
Total area required
Area
(ha)
Direct
Employment
Indirect
employment
Total
Employment
75 % of
Total
Employment
25% of Total
Employment
Total
population
for
Townships
200
200
10
2000
1000
220
4000
2000
440
6000
3000
660
4500
2250
495
1500
750
165
18000
9000
1980
100
150
100
300
200
1400
9300
6200
8400
57200
2800
18600
12400
16800
114400
4200
27900
18600
25200
171600
3150
20925
13950
18900
128700
1050
6975
4650
6300
42900
12600
83700
55800
75600
514800
100
3103.92
100
4563.92
500
1000
1500
1125
375
4500
86220
172440
258660
193995
64665
775980
Table 4-5: Area and Employment Projection- Pune-Ranjangaon-shirur

Sl.
No.
1
b
c
d
2
a
b
c
e
f
3
Activities
Bio Tech parks
Grape, Wine processing units&
horticulture
Agro food processing zones
Steel based SEZs
Area
(ha)
Total
Employment
75 % of
Total
Employment
25% of Total
Employment
Total
population
for
Townships
10700
16050
12038
4013
48150
1500
12000
3000
24000
4500
36000
3375
27000
1400
9300
6200
8400
57200
2800
18600
12400
16800
114400
4200
27900
18600
25200
171600
3150
20925
13950
18900
128700
1125
9000
0
1050
6975
4650
6300
42900
13500
108000
0
12600
83700
55800
75600
514800
0
Direct
Employment
Indirect
employment
50
5350
150
200
100
150
100
300
200
4-5
FINAL REPORT
Sl.
No.
a
b
c
Area
(ha)
Activities
Integrated township
Knowledge park
Total area required
100
7333.2
100
8783.2
Direct
Employment
Indirect
employment
500
1000
101850
203700
Total
Employment
75 % of
Total
Employment
25% of Total
Employment
1500
1125
375
305550
229163
76388
Total
population
for
Townships
4500
916650
1833300
Table 4-6: Area and Employment Projection- Dighi-Mhasla-Tala

Sl.
No.
1
a
b
c
d
e
f
2
a
b
c
3
a
b
c
Area
(ha)
Activities
Pharmaceutical units
Agro/food processing and Export zones
Petrochemicals
Power generation plant
Engineering based products
Plastic based products
IT/ITES/Business parks
Integrated township
Knowledge park
Total area required
Total
Employment
75 % of
Total
Employment
25% of Total
Employment
Total
population
for
Townships
4000
6600
52000
900
10000
1000
6000
9900
78000
1350
15000
1500
4500
7425
58500
1012.5
11250
1125
1500
2475
19500
337.5
3750
375
18000
29700
234000
4050
45000
4500
7000
15800
28600
14000
31600
57200
21000
47400
85800
15750
35550
64350
5250
11850
21450
500
1000
1500
1125
843.75
63000
142200
257400
0
4500
89150
178300
200587.5
67331.25
802350
Direct
Employment
Indirect
employment
500
150
100
150
1612
300
2000
3300
26000
450
5000
500
250
100
100
100
3209.4
100
6671.4
267450
Table 4-7: Area and Employment Projection- Malegaon

Total
Employment
75 % of
Total
Employment
25% of Total
Employment
Total
population
for
Townships
200
200
10
2000
1000
220
4000
2000
440
6000
3000
660
4500
2250
495
1500
750
165
18000
9000
1980
100
150
100
300
200
1400
9300
6200
8400
57200
2800
18600
12400
16800
114400
4200
27900
18600
25200
171600
3150
20925
13950
18900
128700
1050
6975
4650
6300
42900
12600
83700
55800
75600
514800
100
3103.92
100
4563.92
500
1000
1500
1125
375
4500
86220
172440
258660
193995
64665
775980
P
O
TR
MUMBAI ME
4-6
Indirect
employment
UTH
ORIT Y

Agro food processing export zones
Horticulture units
Steel based SEZs
Integrated township
Knowledge park
Total area required
Direct
Employment
O
LI
TA
N
EN
TA
1
a
b
c
2
a
b
c
d
e
3
a
b
c
Activities
Area
(ha)
Sl.
No.
LO
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Table 4-8: Area and Employment Projection- Ahmednagar

Sl.
No.
1
a
c
2
a
b
c
3
b
Area
(ha)
Activities
Textile industries
Wood paper based industries
Integrated township
Total area required
Total
Employment
75 % of
Total
Employment
4000
52000
6000
78000
4500
58500
18750
1962
6200
37500
3924
12400
56250
5886
18600
54912
109824
Direct
Employment
Indirect
employment
500
100
2000
26000
250
109
100
1976.832
3035.832
25% of Total
Employment
Total
population
for
Townships
18000
234000
42187.5
4414.5
13950
1500
19500
0
14062.5
1471.5
4650
123552
41184
494208
Total
Employment
75 % of
Total
Employment
25% of Total
Employment
164736
168750
17658
55800
0
Table 4-9: Area and Employment Projection- Satara

Sl.
No.
1
a
b
c
2
a
b
3
a
b
c
Area
(ha)
Activities
Agro food processing zones
Biotech parks
Oil based industries
Spinning & Weaving mills
Integrated township
Knowledge park
Total area required
Total
population
for
Townships
Direct
Employment
Indirect
employment
200
200
50
52000
2000
5350
104000
4000
156000
6000
117000
4500
39000
1500
468000
18000
100
100
2800
15800
5600
31600
8400
47400
6300
35550
2100
11850
100
2631.6
100
3331.6
500
1000
1500
1125
375
25200
142200
0
4500
78450
146200
164475
54825
657900
219300
Table 4-10: Area and Employment Projections-Total Investment Region

Investment Region
Total Area (ha)
Alwadi-Dahanu-Tarapur
Igatpur-Sinnar-Peint
Pune-Ranjangaon-shirur
Dighi-Mhasla-Tala
Malegaon
Ahmednagar
Satara
Total
10.
It can be seen from the table that an additional
employment in secondary sector to the tune of around 17
lakhs is likely to be created within the influence region
(excluding the MMR). This represents an AAGR of 2%of
employment in the zones B, C and D. This figure might seem
low as compared to the DMIC project targets that aims to
double employment in five years. However, it is to be
Direct
4,094
4,564
8,783
6,671
4,564
3,036
3,332
35,044
72,610
86,220
101,850
89,150
86,220
54,912
78,450
569,412
Employment
Indirect
145,220
172,440
203,700
178,300
172,440
109,824
146,200
1,128,124
Total
217,830
258,660
305,550
267,450
258,660
164,736
219,300
1,692,186
remembered that the employment projections in this case is

only for the 7 proposed industrial clusters. It does not include
the following:
a) Employment to be created in the MMR;
b) Employment generated due to spin offs in other regions
especially in the tertiary sector.
4-7
FINAL REPORT
11.
The projected employment would therefore, in all
likelihood would touch the project targets if these
considerations are taken.
high real estate prices. Owing to these, a shift in location of

economic activities is expected to areas where there is
affordable land available with good infrastructure. A
significant shift in population is also expected from Zone A to
Zones B and C. Zone D is expected to have a marginal
increase in population in keeping with its current trends.
4.4.2 Population Projections

12.
Based on projected employment and existing
population growth rates, population has been projected for
the year 2028. At first, population has been projected for
each of the proposed investment regions (Table 4-11). Table
4-12 and Figure 4-1 shows the population projection for the
zones. It is expected that by the year 2028, Zone B (Potential
Development Region) would have the largest population
owing to its, a) current large population base, and b) large
number of potential growth centres. The growth rate in MMR
is likely to decline further mainly due to lack of space and
Table 4-11: Population Projections- Investment Regions

Node
B1
B 2 a &b
B3a&b
B4a&b
C1
C2
C3
1991
39176
710655
1603090
16486
342595
181339
95180
2001
52338
1147894
2593089
19260
409403
307615
108048
AAGR
3
5
5
2
2
5
1
2008
64103
1605728
3630940
21475
463778
445317
118077
2028
114411
4189458
9500318
29310
662293
1281450
152163
Table 4-12: Overall Population Projections (population in millions)

Zones
Zone A: MMR (includes MMR)
Zone C: Potential Growth Corridor
1991
15.10
6.69
5.17
3.97
2001
19.30
11.65
8.90
5.47
AAGR
1.95
5.70
5.58
3.25
2008
22.09
17.17
13.01
6.84
2028
32.51
52.02
38.55
12.97
60.0
Population in Million
50.0
40.0
30.0
20.0
10.0
0.0
1991
2001
2008
2028
Year
Zone A
Zone B
Zone C
Zone D
Figure 4-1: Population Projections- Influence Region for 2028
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urbanization in the potential development region would

increase upto 80% form the current 50%. There will only be a
marginal increase in the urban population of the spill over
growth region.
13.
Urban population projections have also been made
separately (excluding Zone A where already 90% population
is urban). Table 4-13 gives the projected urban population
for Zones B, C and D. It is expected that the level of
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Table 4-13: Urban Population Projections

1991
2001
2736123
2150607
606017
AAGR
5822284
2847414
985316
8
3
5
2008
9877882
3465559
1384647
2028
44727988
6075086
3660332
100
90
80
70
60
50
40
30
20
10
0
Zone B: Potential
Development Region
Zone C: Potential Growth

Corridor
2001
2008
Zone D: Spill over Growth

Region
2028
Figure 4-2: Projected Level of Urbanisation-2028

4.5
INTRA REGION
DEVELOPMENT
STRATEGY
14.
An intra regional development strategy has been
formulated for the DMIC influence region. Based on the zonal
characteristics and SWOT, strategies for each of the
identified sub-zones within the influence area have been
formulated. Table 4-14 gives the strategies for each of the
zone.
4-9
FINAL REPORT
Table 4-14: Strategy for Regional Development
Strategy for Regional Development

Urban Areas-Class I and Above Cities
Decongesting the city by positioning economic
activities in other urban areas to reduce pressure of
population.
Increase public transport efficiency.
Promote economic activities requiring less manpower
and catering to global demand such as knowledge
based industries. Heavy manufacturing to be shifted to
other urban centres.
Encourage private sector investment in infrastructure.
Promote ecology conservation so as to encourage
sustainable development.
Smaller Urban Centres
Identify areas for large scale manufacturing and other
economic activities that can act as support to the
industries in the million cities.
Improve infrastructure for attracting industry.
Provision of housing as a means of attracting
residential population.
Rural Areas
Identify rural centres that can act as potential
agriculture markets thereby helping agro processing
industries.
Connecting rural areas to basic services and transport
infrastructure.
Agro industrial products to be given special boost so
that they act as the base to attract agro processing
industries.
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Threat
Lack of funds for
infrastructure
provision.
Poor
living
environmenthigh
population and lower
proportion of open
spaces.
Presence of national
and
international
competitors
in
manufacturing
industries.
Land shortage forcing
rapid increase in land
rates.
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SWOT Assessment
Weaknesses
Opportunities
Topographic constraints, A large number of minor and
intermediate ports which can
limited land availability.
act as economic drivers of the
High real estate prices.
region.
Traveling time is high.
High population density Large scope in Business
Process Outsourcing (BPO)
of 1675 persons/sq. km.
hub and Knowledge Process
31.8% area covered
Outsourcing (KPO) industry
under forest land.
which can further create
employment opportunity for
large number of population.
42 formal approved SEZs with
an area of 3773 ha.
Developing
better
public
transport system by connecting
all the major centers in the
region including ports other
nodes.
Development of Port based
Development
of
Marine
biological research stations.
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Zone A: MMR
Strength
Advantage of Mumbai,
financial capital of India.
Strong commercial and
Industrial base.
Presence of two major
ports in the region
(JNPT, Mumbai port).
Presence
of
two
International
airports
(Mumbai, Navimumbai).
Existence
of
Development
and
control
regulatory
authority.
Public
transport
connectivity to urban
centers within the city
and between the cities.
Presence
of
14
industrial estates, 13
principle
approved
SEZs and 8 notified
SEZs with an area of
14196 ha.
35% of influence region
population work in
secondary
sector
(excludes MGM).
Good
Physical
infrastructure facilities.
High
AAGR
of
population (1991-2001)
of 14%.
Maharashtra industrial
policy declared as an A
category industrial zone
indicates the scale of
the development.
High ground water
table.
Presence of Inland
Zones
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Zones
Zone B:
Potential
Development
Region
Strength
Container Depots.
The region is connected
with the Golden
Triangle of Maharashtra
(Mumbai, Pune,
Nashik,).
Industrial and economic
development is high in
this region.
Zone is known for Agro
based industries
(wineries especially).
Strong education and
research base.
Strong base of IT/ITES,
Biotechnology
industries in the region
(Pune region).
3 millions plus cities
present in the zone.
Low land values
compared to Zone A.
Presence of Inland
container depot at
Pune.
56 % population is
urban population.
Weaknesses
SWOT Assessment
Opportunities
Lacks infrastructure
facility for rapidly growing
population.
Development is
concentrated on specific
pockets of the region.
For example, Nashik and
Pune.
Zone C:
Potential
Growth
Corridors
Location of transport
network mainly National
Highways major
strength
Land values are low
There are 5 Class -1

towns and remaining are
Class II towns
Urban population is less
compared to Zone A,
Zone B.
25 formal approved SEZ with

an area of 1701 ha.
Scope to develop intermediate
growth centers between Nashik
and Pune.
Good climatic conditions to
develop agro based industries.
Scope for developing Auto
industry.
Presently IT/ITES, Bio
technology, Chemical industries
are concentrated in Pune
region only. There is scope to
extend the industry to the other
parts of the regions.
Improving the air connectivity to
Nashik.
Strong inflow of educated
people.
Spillover advantage of Mumbai
and looking for other business
destinations.
Development of High speed
connectivity to Mumbai-NashikPune.
Expanding religious tourism
facilities.
Establishing the good
connectivity between the
growth centers.
High impact due to location on
transport corridors thereby
increasing potential for
economic development.
Scope for increasing
educational facilities.
Threat
Competition in IT/ITES,
Biotechnology
industries from other
major towns in India.
Pressure on
infrastructure due to
growing population.
Urban Areas-Class I and Above Cities

Identified clusters of potential urban nodes to be given
boost.
Economic activities suggested can be given additional
impetus for growth.
Regional and peri urban growth to be kept in mind
while undertaking development of regional clusters.
To retain global edge in IT/ITES industry and other
knowledge based industries such as biotechnology,
continuous upgradation of infrastructure especially
telecommunications , airports, etc to ensure greater
international connectivity needs to be done.
Smaller Urban Centres
Improve infrastructure for attracting industry.
Improving connectivity that can boost economic
activities as the region itself has potential for high
growth.
Rural Areas
Connecting rural areas to basic services and transport
infrastructure.
Agro industrial products to be given special boost so
that they act as the base to attract agro processing
industries.
Smaller order towns

lack potential to attract
investment
Human
resource
development
not
adequate due to lack
Urban Areas
The Class I and above towns are few in number.
Strategies to enhance population growth through
encouraging economic activities are required for the
growth of these urban centres.
Setting up of knowledge institutes for creating a pool of
4-11
FINAL REPORT
Zone D: Spill
Over Growth
Region
Ahmednagar is only
class-1 town in the zone.
No highway connectivity
with in the zone
Only one industrial estate
operating the region
One proposed industrial
estate shows the less
industrial prospects in
the zone.
Lack of connectivity
between the urban
centers.
Lack of educational
institutes.

are approved which accounts
for an area of 1230 ha.
Threat
of good educational
institutes.
Smaller order towns

lack potential to attract
investment.
Poor connectivity a
threat
to
attract
Lack
of
human
resources (Skilled).

skilled human resources.
Rural Areas
Identification of some important rural centres located
along transport corridors for potential development.
Urban Areas
Only one Class I urban centre. Boost to urban
development needed by improving a) connectivity, b)
infrastructure, and c) boost to economic activities.
Developing industrial estates that have been proposed.
Develop highway connectivity in the zone.
Rural Areas
Promote agricultural growth and development in a big
way as it is the primary strength of the region.
Connect agricultural production areas to storage and
processing centres.
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Zone is known for agro

food processing
Chemical based
industries are located in
the zone
3% of AAGR
14.6% covered under
forest area
Land values are low
11 industrial estates
region present in this
region
High ground water
levels
SWOT Assessment
Opportunities
Scope for developing textile
industry at solapur and tobacco
industry
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Weaknesses
Lack of educational
institutes.
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Strength
11 industrial estates are
operating from the zone
2 formal and 2 principle
approved SEZs
accounts an area of
1595 ha
Minor and Intermediate
ports are exist at
Raigad, Ratnagiri
regions.
Industrial development
at Solapur and Jalgaon
area.
Zones
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5
TRANSPORT INFRASTRUCTURE AND
NETWORK DEVELOPMENT STRATEGY
5.1
TRANSPORT INFRASTRUCTURE
AND NETWORK DEVELOPMENT
STRATEGY
INTRODUCTION
1.
As per the Economic Survey of Maharashtra for
2007-08, the Gross State Domestic Product (GSDP) of the
state, at constant (1999-2000) prices, is expected to grow at
the rate of 9.0% during 2007-08. The sectoral growth rates of
GSDP are expected to be at 5.7 % for Primary, 10.4 per cent
for Secondary and 9.1 per cent for Tertiary Sectors. For
2006-07, the GSDP at constant (1999-2000) prices for the
state is estimated at Rs. 3,76,783 crore as against
Rs.3,43,501 crore in 2005-06. At current prices, GSDP for
2006-07 is estimated at Rs. 5,09,356 crore as against Rs.
4,38,058 crore in the previous year, showing an increase of
16.3%.
2.
The State Economy has shown consistent and
impressive growth in the last three years of the X -FYP.
During 2002-03 & 2003-04 (first two years of X-FYP), Gross
State Domestic Product (GSDP) registered an average
growth of about 7 per cent which subsequently increased by
8.2 per cent in 2004-05, 9.3% in 2005-06 and 9.7 per cent in
2006-07. The overall performance of 8.3% compound
average growth rate in X-FYP is commendable considering
target of 8.0% and much lower growth of 3.8% achieved in
the IX-FYP. It is expected that the growth in the economy
will continue and as per the advance estimates for 2007-08,
the growth of GSDP is expected to be at 9.0%. The expected
sector wise growth rates of economy during 2007-08 are
promising with the primary sector touching 5.7%, secondary
10.4% and tertiary 9.1%. The sectoral growth rates for the XFYP period were 4.3% in primary, 9.6% in secondary and
8.7% in tertiary sectors. Better monsoon during last three
years i.e. from 2005-06 to 2007-08 as compared to drought
situation prior to that resulted in comparative better
agricultural production. The recovery in the agricultural and
allied services from the negative growth rate of 6.3% in 200405 to average growth rate of 8.0% in 2005-06, 2006-07 &
2007-08 has been encouraging and has contributed to higher
growth in the economy.
3.
The consistent growth in the GSDP in last four
years signals the potential of higher growth trajectory in all
the sectors of the state economy in the near future. However,
broad based balanced economic growth calls for focused
efforts for the development of agriculture and allied sectors,
up-gradation of rural infrastructure, strong integration of
urban and rural areas. Skill development of the work force is
necessary for reducing dependency on agriculture for
livelihood. The state has already identified the tourism
potential and new opportunities for development of this
sector such as Coastal Tourism, Eco-Tourism, Agro-Tourism,
Health Tourism, etc.
4.
For the state, to continue to be a favorable
destination for foreign investors, the present infrastructure
needs to be augmented and developed at par with global
standards. As land and other natural resources are amply
available in the state, opportunities for development of
infrastructure are wide open. Road and railway networks, air
and water transport facilities, power (electricity), water and
human resources are the important basic components of
physical infrastructure required for increase in the pace of the
economy. As services sector contributes maximum share to
GSDP, overall infrastructure development will definitely have
a greater impact on the state economy and can put state on
a higher growth trajectory.
5.
Dedicated Freight Corridor planned between
Mumbai and Delhi and the proposals under Delhi Mumbai
Industrial Corridor would further boost the growth in the state.
To achieve the targeted growth in several sectors as
discussed above and sustain the growth for long term, strong
transport linkages connecting the various growth centres of
the state, upcoming minor ports, enhance the road
connectivity to the existing major ports of the state (Mumbai
and JNPT), connectivity to the upcoming SEZs, Industrial
estates and Industrial Parks, etc. from the existing NHs/
MSHs/ SHs/ Rail Terminals is most important.
5-1
FINAL REPORT
6.
Road network development strategy, rail network
and terminal development strategy, port connectivity
development, airport development is presented in this
chapter.
5.2
ROAD NETWORK
DEVELOPMENT
STRATEGY
7.
The road infrastructure development works in the
State are carried out by Public Works Department (PWD) of
the State Government, Zilla Parishads (ZPs), Municipal
Corporations, Municipal Councils, Maharashtra State Road
Development Corporation (MSRDC), Forest Department,
Maharashtra Industrial Development Corporation (MIDC),
City and Industrial Development Corporation (CIDCO),
(MMRDA), etc. The maintenance and upkeep of the road
network is important for smooth operation of transport
system. It is essential to keep pace in the expansion of road
network with the traffic growth so as to avoid heavy
congestions and ensure road safety.
8.
The total road length maintained together by PWD
and ZPs (excluding internal road length of local bodies) at
the end of March, 2007 was 2.34 lakh km. Out of this, 1.9%
(4,367) was National Highways, 14.40% (33,675 km) was
State Highways, 21.0% (49,147 km) was Major District
Roads, 19.5% (45,674 km) was Other District Roads, and the
rest was 43.1% (1,00,801 km) village roads. In the X -FYP,
total road length has increased by 5 per cent only, whereas,
motor vehicles have increased by 54 per cent. The increase
in road length compared to the year 2006 was 2,234 km
which is around 0.97%.
9.
In addition to the above, road length maintained by
Forest Department, MIDC, CIDCO and Municipal
Corporations by end of March, 2007 was 11,412, 2,514, 438
and 16, 288 km respectively (total 30,652 km). The increase
in road length compared to the year 2006 was 567 kms

which is around 0.97%.
10.
At the end of March, 2007, the road length per 100
sq.kms of geographical area in the state was 87 km. as
against the national average of 75 km. In terms of road
connectivity in the rural areas, about 96 per cent villages are
connected by all weather roads, while 3% were connected by
fair-weather roads. Remaining 425 (about one per cent)
villages were not connected by all-weather or fair-weather
roads. The proportion of surfaced (2,08,571 km) and unsurfaced (25,093 km) road length to the total road length was
89.3 per cent and 10.7 per cent respectively.
11.
The total number of motor vehicles on road in the
Maharashtra state as on 1st January, 2008 was 130.3 lakh
(i.e. 12,092 vehicles per lakh population), showing an
increase of 9.98 per cent over the previous year. Road
network in Maharashtra state, search zone and influence
area identified for the DMIC within Maharashtra state is
presented in Table 5-1. The following inferences have been
made based on the length of roads covered in search zone
and influence area.
About 59% of NH length, 31% of MSH length and 40%
of SH length in Maharashtra state is covered in search
zone;
(b) About 70% of NH length, 35% of MSH length and 25%
of SH length in Search zone is covered in the identified
DMIC influence area in Maharashtra state;
(c) In terms of road network within the identified influence
area, primary influence zone and Along corridor
influence zone are dominating compared to MMR and
secondary influence zones; and
(a)
12.
Within the identified DMIC influence area, the NH,
MSH and SH length in Primary influence area is 38%, 39%
and 26% respectively.
Table 5-1: Road Network Characteristics (length in kms) - Search Zone and Influence Area of DMIC within Maharashtra
State
59%
70%
13%
38%
48%
0%
SH
31%
35%
10%
39%
36%
14%
33675
13394
3384
382
886
1100
1016
40%
25%
11%
26%
33%
30%
implementation under NHDP (Figure 5-1) and most

probably, the works shall be completed in next 2 to 3 years.
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MSH
4599
1446
509
51
201
185
72
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13.
Four laning of NH 8, NH 4, NH 3, NH 9 and NH 17
in Maharashtra state is under various stages of
NH
4367
2569
1803
243
690
870
0
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Area
Maharashtra
Search Zone
Influence area
Zone A: MMR
Zone D: Spillover growth region
Sl. No.
1
2
3
3.a
3.b
3.d
3.c
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Figure 5-1: Status of National Highway Development Project, Phase I, II and III
14.
(MSRDC) was established in 1996 for road development,
mainly through private participation. Most of the projects
undertaken by MSRDC are on Build, Operate and Transfer
(BOT) basis. Ongoing projects undertaken by MSRDC are
presented in Table 5-2. All the major projects undertaken by
MSRDC are located within MMR. The other works are
basically related to Integrated Road Development Projects

(IRDP) of major cities of Maharashtra state.
15.
In order to promote civic infrastructure development
and to improve the quality of life of people in Mumbai
Metropolitan Region (MMR), the Mumbai Metropolitan
Region Development Authority (MMRDA) has undertaken
5-3
FINAL REPORT
some ambitious and innovative projects viz., Mumbai Urban

Transport Project (MUTP), Mumbai Urban Infrastructure
Project (MUIP), Mithi River Development Project, Metro
Railway, Mono-Rail and Skywalk. The status of these

projects is given in Table 5-3.
Table 5-2: Ongoing Projects Undertaken by MSRDC (Rs. Crores)

Name of the Project
Bandra-Worli Sealink
Western Freeway Sealink
Mumbai Trans Harbour Sealink
Improvement of Nagapur-Aurangabad-Sinnar-Ghoti
Road
Road works in Nagapur city
Road works in Aurangabad
Road works in Nandurbar
Road works in Amaravati
Road works in Nanded
Road works in Pune
Road works in Baramati
Road works in Solapur
Road works in Kolhapur
Estimated Project Cost

1306
4143
3420
Expenditure upto Dec.07

744
4
4
EFC
2008-09
2012-13
2011-12
722
593
2009-10
422
142
21
115
88
271
36
88
172
301
43
18
118
37
154
38
92
2
2009-10
2009-10
2009-10
2009-10
2009-10
2009-10
2009-10
2009-10
2009-10
Table 5-3: Ongoing Projects Undertaken by MMRDA in MMR (Rs. Crores)

Name of the Project
MUTP: Rail Components
Phase-I: New lines : Mahim-Santacruz, KurlaThane, Borivli-Virar, conversion of DC to AC, etc.
Phase-II : New lines : Kurla- CST, Thane- Diva,
Borivli- Mumbai Central, Extn. of harbour line to
Goregaon, conversion of DC to AC, stabling lines
for EMUs, etc.
Mumbai Metro Rail Project : (Three phases, 146.5
km)
Phase-I : Versova-Andheri-Ghatkopar (11 km)
Cost of
Project
Expenditure up to
31st Dec 2008
Progress as on March, 2008
3140
1730
Work of 3rd and 4th lines between Borivli & Virar has
completed and other works are in progress.
5300
2356
This project is at concept level only
461
Work of phase-I is in progress

Authority has approved in principle & to implement the project
for 25 km. The work has commenced from Nov., 2008.
Construction of first monorail corridor from Sant Gadge maharaj
Chowk to Chembur is in progress.
Works of 13 roads, 16 flyovers are completed and remaining
works are in progress.
Mumbai Mono Rail Project Four corridors,

approximately 70 km
2460
266
MUIP : Roads, Flyovers, Subways, etc.
2467
1438
Mithi River Development Project : Widening,

removing of rocks & desilting of river
300
150
Completed.
300
Work of Bandra Railway Stn.(E) to Kalanagar has completed.

The work on most of the skywalks has commenced from
October, 2008 and work of all skywalks will be completed by
the end of 2009.
Skywalk : 54 skywalks at important locations
600
Source: Economic Survey of Maharashtra, 2008-09 and MMRDA
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economic, past industrial growth, development of minor

ports/ upgradation of airports/ airstrips, development of green
field airports, alignment of Dedicated Freight Corridors
connecting Delhi and Mumbai, Mumbai and Chennai, etc.
eight investment regions have been proposed and summary
of estimated area, employment and population in these
investment regions is presented in Table 5-4.
16.
In Maharashtra state, number of transport
infrastructure projects is under implementation stage and
many more in various planning stages. Development of
number of SEZs, new industrial estates, industrial parks in
Maharashtra state are at various stages of implementation.
Major development projects in the identified search zone are
presented in Figure 5-2. Based on detailed analysis of socio-
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Table 5-4: Investment Regions and Nodes Estimated Area, Population and Employment
Investment Region/ Node
A: Mumbai Metropolitan Region
B1: Alewadi-Dahanu-tarapur
B2: Igatpuri-Nashik-Sinner, Nashik-Peint
B3: Pune-Ranjangaon-Shirur, Pune-Chakan
B4: Dighi-Mhasla, tala-Mangaon
C1: Malegaon
C2: Ahmednagar
C3: Satara
Area (ha)
Employment (in million)

4094
4564
8783
6671
4564
3036
3332
Population (in million)
0.22
0.26
0.30
0.27
0.26
0.16
0.22
0.65
0.78
1.83
0.80
0.78
0.50
0.66
Figure 5-2: Projects under Various Stages of Planning and Implementation in the Search Zone of Maharashtra State
5-5
FINAL REPORT
17.
The existing road transport network between the
proposed investment regions to cater to the growing traffic
demand for the horizon period upto 2021, traffic generated
due to the proposed investment regions is not sufficient.
Moreover, additional connectivity between these investment
regions and the DFC corridors (Delhi-Mumbai and MumbaiChennai) is required so that accessibility is increased. Traffic
estimated and the traffic utilisation levels (presented in terms
of volume/capacity ratios) for the year 2008, 2011, 2016 and
2021 are presented in Figure 5-3 to Figure 5-10. For
capacity calculation, the existing lane configuration has been
considered. The detailed procedure adopted for assessment
of traffic flows in the base year i.e. 2008 and different horizon
years (2011, 2016 and 2021) is presented in Appendix 5-1.
18.
Figure 5-3 to Figure 5-10 indicates that, the
requirement of upgradation of existing corridors wherever the
volume/capacity values are higher than one. The maximum
values of Volume/Capacity ratios are 2.3 to 2.4 which
indicate more than doubling of the carriageway to keep the

good traffic operating conditions during the horizon period.
Keeping in mind, the alignment of DFC corridors, location
and size of proposed investment regions, a system of ring
and radial road network has been proposed within the
delineated zone. The proposed road network connectivity
along with the proposed investment regions is presented in
Figure 5-11. The carriageway configuration proposed for
Ring roads and radial roads 8 Lane Divided and 6 lane
Divided respectively (Capacity 1,20,000 and 80,000
PCUs/day respectively). In addition to these, additional road
connections have been proposed to improve the accessibility
to the upcoming ports in Rewas, Dighi, Alewadi, etc.
Summary of the proposed road transport network
enhancements and development proposals is presented in
Table 5-5. With these improvements, the maximum
Volume/Capacity ratio on the upgraded corridors would be in
the range of 0.6 to 0.9 in the horizon year 2021.
Table 5-5: Road Transport Network Upgradation and Development 2008-2021
P
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Proposed
Carriageway
8 LDC
8 LDC
8 LDC
6 LDC
6 LDC
6 LDC
6 LDC
6 LDC
6 LDC
6 LDC
4 LDC
4 LDC
4 LDC
4 LDC
6 LDC
4 LDC
4 LDC
4 LDC
4 LDC
4 LDC
4 LDC
6 LDC
6 LDC
6 LDC
4 LDC
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Outer Ring: Chikli-Malegaon-Ahmednagar-Baramati-Phaltan-Satara-Poladpur

Middle Ring: Pardi-Peint-Nashik-Pune-Mahad-Dighi
Inner Ring: Alewadi Port-Dahanu-Khopoli-Uran
Radial 1: Mokhada-Nashik-Sinner-Shirdi-Yeola-Vajjapur-Daulatabad-Aurangabad
Radial 2: Igatpuri-Sangamner-Loni-Srirampur
Radial 3: Kalyan-Murbad-Ale-Rajuri-Ahmednagar
Radial 4: Badlapur-Agasi-Bhimashankar-Khed- Chakan-Shikrapur-Ranjangaon-Sirur-Belvandi Badruk
Radial 5: Indapur-Pune
Radial 6: Shirwal (NH4)-Andori-Lonand-Wadgaon-Malegaon-Baramati
Radial 7: Mahabaleshwar-Panchgani-Wai-Watar
Igatpuri-Sinner
Dighi-Roha
Dighi-Indapur
Dighi-Mangaon
Khed-Chakan-Talegaon-Wadgaon
Kalyan-Murbad-Alephata
Pen-Khopoli
Murbad-Shahapur
Rewas-Alibagh
Alibagh-Vadkhal
Rewas-Nogathane
MTHL (Worli-Sewri-Nhava/Kharkopar-Rave, on SH85)
Road Connectivity from Nevali Growth Centre to DFC
Mumbai-Nashik (NH3) to Expressway Standard
NH17: From Pen to Ratnagiri
Length
(kms)
620
490
290
250
130
200
190
90
70
65
50
40
20
20
35
120
35
20
12
25
50
41
25
170
225
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H1
H2
H3
H4
H5
H6
H7
H8
H9
H10
H11
H12
H13
H14
H15
H16
H17
H18
H19
H20
H21
H22
H23
H24
H25
Road Name
Sl. No.
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Figure 5-3: ADT on Road Network within the Search Zone in Maharashtra State, 2008
5-7
FINAL REPORT
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Figure 5-4: Traffic utilization Levels, 2008 on Road Network
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5-11
FINAL REPORT
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5-13
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Figure 5-11: Road Transport Connectivity to the Proposed Investment Regions & Nodes and DMIC Corridor
5-15
FINAL REPORT
19.
It is pertinent to mention here that, MMRDA has
carried out Comprehensive Transportation Study for Mumbai
Metropolitan Region during 2005-2008 to study the transport
infrastructure requirements of MMR for the horizon period
upto 2031. Road transport network proposed for the horizon
year 2021 and 2031 is presented in Figure 5-12 and Figure
5-13 respectively. The proposed higher order transport
network (shown in Black lines) which would be fully access
controlled shall provide faster connectivity to the existing
ports and new ports coming up in MMR, connectivity to the
major inter-city roads (NH and SH), faster connectivity to
various sub-regions of MMR. This higher transport network is
supported by arterial roads (shown in red colour). Brief
details of the proposed road network improvements for the
horizon year 2031 and 2021 are presented in Table 5-6 and
Table 5-7 respectively. With respect to DMIC project, the
proposed road transport network would enhance the

connectivity between the existing industrial nodes and
upcoming industrial nodes in MMR to the DFCs (both DelhiMumbai and Mumbai-Chennai).
20.
For higher order highway links (regional road
network) which have regional significance, a Right of Way
(ROW) in the range of 80 to 100 m has been proposed. At
interchange locations, the extent of area required for full
connectivity between the intersecting roads (full clover leaf
interchange) is approximately 2,80,000 Sq.m i.e. a circle with
a radius of 300 m. In case of arterial roads with 4 lane to 6
lane carriageway configuration, the ROW proposed is 60 to
75 m. At interchange locations, the extent of area required
for full/ partial connectivity between the intersecting roads is
approximately 70,000 Sq.m i.e. a circle with a radius of
150m.
Table 5-6: Proposed Road Transport Network Horizon Year 2031

Sl. No.
Highway Corridor Description
Length (kms)
H1
H2
H3
H4
H5
H6
H7
Eastern Freeway
Elevated Link (Sewri-Worli Sea Link)
MTHL: Sewree to Kharkopar (Main Link over the creek)
MTHL: Kharkopar to Rave (Link overground )
Inner Ring (Kaman-Bhiwandi Rd.)
Inner Ring (Bhiwandi Rd-Panvel-Dronagiri): EBL Corridor (2016, 2021, 2031)
Middle Ring (Bhiwandi-Nandivali-Narthen Gaon)
Middle Ring (Narthen Gaon-Panvel-Kharkopar): EBL Corridor (2016, 2021,
2031)
Outer Ring Road: Khopoli-Jite-Rewas Port
Radial-1 (NH-8)
Radial-2 (Part of NH-3)
Radial-3 (Bhiwandi Bypass)
Radial-3 (Bhiwandi Bypass): EBL Corridor (2016, 2021, 2031)
Radial-4 (Nahur-Airoli-Nilaje-Badlapur): EBL Corridor (2016, 2021)
Radial-5 (Chembur-Mankhurd-Vashi-Taloja)
Radial-6 (Vashi-Belapur-Kalamboli)
Radial-7 (Uran-Pen)
Radial-8 (New Airport-Nhava-Uran-Rewas)
Thane-Ghodbunder Road: EBL Corridor (2016)
Western Sea Link North Extn (Bandra-Dahisar)
Western Sea Link North Extn (Dahisar-Virar): EBL Corridor 2016
Western Sea Link South Extn (Worli-Colaba Sea Link)
Ghatkopar - Koparkairane Creek Bridge
Mumbai- Sawantwadi Expressway
Sub-Total
Up-gradation of Existing Arterial Roads
New Arterial Corridors/ Links
Sub-Total
Total
22.5
5.6
17.2
18.1
22.0
34.0
18.6
H8
H9
H10
H11
H12
H13
H14
H15
H16
H17
H18
H19
H20
H21
H22
H23
H24
35.5
36.8
26.0
36.4
14.0
9.0
33.8
26.0
14.9
22.3
22.2
16.1
26.0
38.0
13.7
8.9
21.2
538.6
781.4
419.0
1200.4
1739.0
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Source: Draft Final Report, CTS for MMR, August, 2008, EBL: Exclusive Bus Lanes
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Table 5-7: Proposed Road Transport Network Horizon Year 2021

Sl. No.
H1
Highway Corridor Description
Length (kms)
Eastern Freeway
22.5
H2
Elevated Link (Sewri-Worli Sea Link)
5.6
H3
MTHL: Sewree to Kharkopar (Main Link over the creek)
17.4
H4
MTHL: Kharkopar to Rave (Link overground )
17.9
H5
Inner Ring (Kaman-Bhiwandi Rd.)
22.0
H6
Inner Ring (Bhiwandi Rd-Panvel): EBL Corridor
34.0
H7
Middle Ring (Bhiwandi-Nandivali-Narthen Gaon)
18.6
H8
Middle Ring (Narthen Gaon-Panvel-Kharkopar): EBL Corridor
35.5
H9
Outer Ring Road: Rewas Port-Jite
14.8
H10
Radial-1 (NH-8)
26.0
H11
Radial-2 (Part of NH-3)
36.4
H12
Radial-3 (Bhiwandi Bypass)
14.0
H13
Radial-3 (Bhiwandi Bypass): EBL Corridor
9.0
H14
Radial-4 (Nahur-Airoli-Nilaje-Badlapur): EBL Corridor
33.8
H15
Radial-5 (Chembur-Mankhurd-Vashi-Taloja)
26.0
H16
Radial-6 (Vashi-Belapur-Kalamboli)
14.9
H17
Radial-7 (Uran-Pen)
22.3
H18
Radial-8 (New Airport-Nhava-Uran-Rewas)
22.2
H19
Thane-Ghodbunder Road
16.0
H20 & H21
Western Sea Link North Extn (Bandra - Dahisar - Virar)
64.0
H22
Western Sea Link South Extn (Worli to Haji Ali)
6.0
H23
Ghatkopar - Koparkairane Creek Bridge
8.9
H24
Mumbai- Sawantwadi Expressway
21.2
Sub-Total
509.0
Upgradation
468.8
New Links
251.4
Sub-Total
720.2
Total
1229.2
Source: Draft Final Report, CTS for MMR, August, 2008, EBL: Exclusive Bus Lanes
5-17
FINAL REPORT
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Figure 5-12: Proposed Road Transport Network for MMR for Horizon Year 2021
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Figure 5-13: Proposed Road Transport Network for MMR for Horizon Year 2031
5-19
FINAL REPORT
5.3
About 68% of railway network passing through search

zone is covered in the identified DMIC influence area in
Maharashtra state; and
(c) In terms of rail network within the identified influence
area, primary influence zone and Along corridor
influence zone are dominating compared to MMR and
secondary influence zones.
(b)
RAIL NETWORK AND

TERMINAL DEVELOPMENT
STRATEGY
21.
The railway route length in the Maharashtra state
as on 31st March, 2007 was 5,902 km. (including 382 km. of
Konkan Railway), which is 9.2 per cent of the total railway
route length 64,068 km. in the country. The data of total
railway route length in the state shows that the increase in
the length is hardly about 13 per cent over last 48 years. This
increase is mainly due to Konkan Railway. Most of the works
carried out by railways were converting meter gauge (1
metre) and narrow gauge (0.762 metre/0.610 metre) into
broad gauge (1.676 metre). The railway route length per
1,000 sq.km. of geographical area as on 31st March, 2007
was 19.2 km. (including Konkan Railway) in the state as
against 19.6 km. in the country .
Table 5-8: Rail Network Characteristics of Search Zone

and Influence Area of DMIC within Maharashtra State
22.
Rail network in Maharashtra state, search zone and
influence area identified for the DMIC within Maharashtra
state is presented in Table 5-8. The following inferences
have been made based on the length of roads covered in
search zone and influence area.
(a)
Sl. No.
Area
1
2
3
3.a
3.b
Maharashtra
Search Zone
Influence area
Zone A: MMR
Zone
B:
Potential
Development Region
Zone C: Potential Growth
Corridor
Zone D: Spillover growth
region
3.d
3.c
Railway Corridors length

(kms)
5450
2834
52%
1939
68%
339
17%
543
28%
719
37%
338
17%
23.
The status of on-going works of Railways at the end
of March, 2008 in the State is given in Table 5-9. The
progress of railway works under taken under Metropolitan
Transport Project in order to decongest Mumbai and to
develop MMR is given in Table 5-10.
About 52% of railway network passing through

Maharashtra state is covered in search zone;
Table 5-9: Ongoing Railway Works in the Maharashtra State

Route Length
in Km
Total Estimated cost

(Rs. Crore )
Amravati Narkhed (New Line)
138
284.27
Ahmednagar-Beed-Parli (New Line)
261
462.67
Baramati-Lonanad (new Line)
54
138.48
Puntamba-Shirdi (New Line)

Miraj-Latur (374 km gauge conversion)
Phase-I; Kurduwadi-Pandharpur
Phase-II: Latur-Latur Road
Phase-III: (a) Latur Osmanabad
Phase_III: (b) Osmanabad Kurdurvadi
16
78.43
52
33
80
72
Phase-IV: Pandharpur-Miraj
137
Pakni-Mohol (doubling)
17
NA
Panvel-Pen (Doubling)
35
99.38
Pen-Roha (Doubling)
40
130.35
Turbhe-Juinagar-Nerul
NA
Belapur-Seawood-Uran
27
495.44
Name of Route
816.4
Progress ending March, 2008

Work is in progress and is expected to be
completed by March, 2011
completed by December, 2012
completed by February, 2010
Completed
Completed and commissioned in June 2001
Completed and commissioned in Dec. 2003
Completed and commissioned in Sept, 2007
Completed and commissioned in Oct., 2008
Work is in progress and is expected to be completed by
December 2009
Completed and commissioned in March, 2008
Completed & opened for traffic on 9 Jan.,2009
Work is stopped by CIDCO, they are examining
the alternate scheme.
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Source: Economic Survey of Maharashtra, 2008-09
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Figure 5-14: Rail Network in the Search Zone

5-21
FINAL REPORT
Railway Stations: The Indian Railways has identified 22 stations which would be modernized under the public-private partnership (PPP) in various parts
of the country. These include New Delhi, Chhatrapati Shivaji Station (Mumbai), Howrah, Chennai Central, Amritsar, Ahmedabad, Bangalore, Bhopal,
Bhubaneswar, Chandigarh, Lucknow, Mathura, Pune, Patna, Secunderabad, and Thiruvananthapuram. Meanwhile, the ministry has selected the UKbased company Terry Farrell and Partners, an architectural firm, for preparing the feasibility report and master plan for modernization of New Delhi railway
station. The move is a part of the Railways new thrust to modernize stations and improve facilities for customers through private sector participation as
the battle with low cost airlines hots up. The modernization of stations will include setting up shopping and food plazas, budget hotels, and retiring rooms.
It also includes setting up spatial segregation of facilities at different floor levels for smooth passenger flow. In the first phase of its modernization, the
Railways has decided to develop world-class facilities at six stations New Delhi, Patna, Agra, Anand Vihar, Jaipur, and Amritsar (The Hindu, 5
September 2007).
Freight Terminals: Newly designed railway stations will present the customer-friendly face of Indian Railways, its freight stations with new inter-modal
facilities will be its cash cows in the years to come. The railway ministry has selected sixteen such terminals in places like Mumbai, Bhopal, and Danapur
(Bihar) which would be provided with amenities for better communication facilities with control offices and road connectivity. The other freight terminals are
located at Gonda, Saharsa, Noamundi, Laxmibai Nagar, Barbil, Ballabhgarh, Sukinda Road, Yamuna Bridge, Sanvardam, Sankaval, Gosalpur, and Mandi
Govindgarh. As most of the terminals and sidings (rail lines meant for carriage of goods from trains directly to terminals) are outdated and saturated, state
of the art terminals are required urgently. Once the terminals are modernized, it will not only help in reducing wagon turnaround time but also facilitate
quicker material handling at terminals. In order to make these changes, land around these terminals would have to be acquired, which may take some
time. To realize this, the ministry is planning to modernize and upgrade various freight terminals across the country through PPP initiative.
Logistics Parks: The Railways also proposes to develop logistic parks along major stations in the country through PPP. Major stations in metro cities, like
Delhi, Mumbai, Kolkata, Chennai, and Howrah, are likely to have such parks along the railway stations. Through this, the railways is planning to offer its
land to the private sector for setting up facilities like banks, repair facilities for trucks, godowns, custom facilities. In non-metro cities which are the hub of
freight business, the Railways is planning to set up about 20 logistics parks over the next few years, requiring an investment of about Rs 10,000 crore. The
logistics parks would be situated along the route of the dedicated freight corridor. While their exact location is not finalized yet, states such as Punjab and
West Bengal have evinced interest in the endeavor. These parks are modelled along the lines of the Chinese logistics parks; each of these will be
expected to be built on about 600 ha of land and will include a multimodal transport system, along with warehousing, packing and cold storage facilities,
and business centres. The Railways will provide surplus land to build the parks and expect the rest of the investment to come from the private players.
Interestingly, the Railways hopes that the logistics parks will also help private container train operators; many of them still look for infrastructure support in
the form of depots and warehouses. The container train operators can use the infrastructure available at these parks by paying a user fee. The Railways
also hopes that these parks will help make freight more competitive and lower the unit cost of rail transportation. At least one of these logistics parks is
likely to be built and functional in 2008. It will serve as a model project and the rest will be fashioned along its lines.
Commercial Exploitation of Railway Land: The newly set up Rail Land Development Authority (RLDA), which was formed to commercially exploit the
large tracts of land available with the Indian Railways, will offer the land through a PPP model under which the Railways will form JVs where the land will
represent the Railways portion of the equity. The plots will be developed for commercial use in the form of shopping malls, office space, plazas, and
multiplexes.
In order to utilize its land, the government plans to amend the Railways Act, 1989, empowering the railway ministry to utilize excess land without
hindrance, in the same manner as the NHAI acquires land for highway projects. The Railways are currently unable to tap nearly 43,000 ha of land along
tracks for commercial purposes due to encroachment and illegal occupation. The amendment, if passed by the Parliament, will take away the powers of
the states. The Railways is planning to utilize part of the land to build commercial projects like agribusiness hubs and organized retail for which it has been
in talks with companies like Reliance Retail, Future group (Pantaloon), Tatas, and AV Birla group.
The Railways has decided to offer over 500 acres of prime land to private developers in over thirteen locations across the country. The cities that have
been earmarked for the purpose include Delhi, Mumbai, Kolkata, and Bangalore, besides Lucknow, Vishakhapatnam, Gwalior, and Gaya. Apart from
commercial exploitation of prime land in cities, there is a new-found vigour in developing railway stations, freight terminals, and rail link projects.
Source: India Infrastructure Report 2008, Business Models of the Future, 3iNetwork, Oxford University Press
Table 5-10: Ongoing Railway Works under Metropolitan Urban Transport Project
Completed and opened for traffic on 19-11-2004

Work is completed
Work is in progress
403.92
222.82
119.08
28.72
37.57
Work is in progress
Work is in progress
Work is in progress
Work is in progress
Work is in progress
P
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10
7
9
Progress ending March, 2008
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19
5
27
Total Estimated cost

(Rs. Crore)
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Thane-Turrbhe-Nerul-Vashi (new Line)

(a) Thane-Turbhe Vashi
(b) Turbhe-Juinagar-Nerul
Belapur-Juinagar-Nerul
Kurla-Thane (5th or 6th June)
(a) Kurla-Bhandup
(b) Bhandup-Thane
Thane-Mumbra (5th & 6th June)
Remodeling of Kalyan yard
Stabling line of Kalyan
Route Length in Km
Name of Route
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24.
Investments planned during 11th five year plan
(2007-2012) for creation of railway infrastructure in
Maharashtra state are as follows:
(a) Mega terminals in metropolitan cities: Upgradation of

Mumbai area terminals Rs. 200 crores;
(b) Terminals in state capitals & important tourist
destinations: Nagpur (2nd coaching terminal) and Pune
Rs. 45 crores;
(c) New lines: Dedicated freight line between Wadala and
Kurla (Deposit work of Mumbai Port Trust) Rs. 100
crores;
(d) Doubling Works: Panvel-Pen Doubling (35.46 KM), Rs.
96.2 crores, Doubling of Daund-Gulbarga (503 Km) with
electrification, Rs. 1070 crores, 3rd and 4th Line
between Itarsi-Nagpur-Ballarsha Kazipet-Vijayawada
Part of North-South Dedicated Freight Corridor,
Doubling of Udhna-Jalgaon (306 KM), Rs. 606 crores;
(e) Grade separators/ Flyovers & Bypass Lines: NagpurWardha area, Rs. 75 crores, Bhusava/ and/or Jalgaon,
Rs. 75 crores, Daund, Rs. 75 crores;
(f) Freight terminals;
(g) Other Traffic facility works;
(h) Logistic Parks; and
(i) Electrification.
25.
The existing rail transport network between the
proposed investment regions to cater to the growing traffic
demand for the horizon period upto 2021, traffic generated
due to the proposed investment regions is not sufficient.
Moreover, additional connectivity between these investment
regions and the DFC corridors (Delhi-Mumbai and MumbaiChennai) is required so that accessibility is increased. In
addition, the existing ports and the upcoming ports in the
delineated region of DMIC. Hence, additional railway
corridors have been proposed and the details are presented
in Table 5-11. The total length of the proposed rail corridors
is 773 kms.
Table 5-11: Proposed Rail Corridors and Phasing

Sl. No.
R1
R2
R3
R4
R5
R6
R7
R8
R9
R10
R11
R12
R13
R14
Total
Road Name
Nashik Road-Sinner
Dighi Port-Roha
Dighi Port-Mangaon
Panvel-Igatpuri
Chakan-Talegaon (Central Railway new link upto Indapur (Konkan Railway)
Talegaon-Chakan-Khed-Ranjangaon
Alewadi-Dahanu
Rewas-Jite-Vadkhal-Panvel
Rail Connectivity from Nevali Growth Centre to DFC
Pune-Nashik
Rail Connectivity from Anjanvel Port to Konkan Railway
Road Connectivity from Jaigarh Port to Konkan Railway
Road Connectivity from Redi Port to Konkan Railway
Road Connectivity from Vijaydurg Port to Konkan Railway
26.
As explained above, Indian Railways is planning to
upgrade the Mumbai (Chhatrapati Shivaji Station) and Pune
Railway stations, development of one freight terminal in
Mumbai and development of one logistic park in Mumbai.
The normal increasing demand of passenger and freight
movement in the future, additional demand generated by
proposed investment regions, upcoming minor ports and
other development projects necessitate upgradation/
development of railway terminals and freight terminals in the
future in the delineated zone of DMIC. In addition to the
Indian Railways proposals, the following proposals have
been proposed under the present project.
Length (kms)
20
30
50
100
80
85
3
50
25
200
20
40
30
40
773
No. Tracks
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Table 5-12: Proposed Rail Corridors and Phasing

Sl.
No.
1
2
3
4
5
6
7
8
9
10
11
Road Name
Upgradation of Rail Terminals
Major Freight Terminals
Minor Freight Terminals
Length (kms)
Nashik
Manmad
Ahmednagar
Satara
Alewadi
Nashik
Dighi
Pune
Malegaon/Manmad
Ahmednagar
Satara
5-23
FINAL REPORT
Sl.
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12
13
14
15
16
17
18
Road Name
Length (kms)
Alewadi
Nashik
Dighi
Pune
Malegaon/Manmad
Ahmednagar
Satara
Major Logistic Parks
Minor Logistic Parks
5.4
PORT CONNECTIVITY
DEVELOPMENT
27.
Twelve biggest ports of India are managed directly
by central (federal) government through a Ministry of
Government of India. They have been declared statutorily as
Major Ports of India and their day to day operations are
managed through respective autonomous Port Trusts. Post
liberalisation, there have few private ports which operate at
similar, if not, equal levels with Major Ports but they are still
termed as Minor Ports are operated State (provincial)
governments.
Item
At the end of March

MbPT
JNPT
2006
2007
2006
2007
Number
of
15186
14985
Employees
Cargo traffic handled (lakh tonnes)
(a) Import
(i) Overseas
252.49
304.11
(ii) Coastal
16.18
6.79
(iii) Total
268.67
310.9
(b) Export
(i) Overseas
42.22
57.92
(ii) Coastal
130.3
154.82
(iii) Total
172.52
212.74
(c) Total
(i) Overseas
294.71
362.03
(ii) Coastal
146.48
161.61
(iii) Total
441.19
523.64
Passengers traffic handled (in Thousand)
Revenue
Collected
(Rs. 1002.33
1155.43
crore)
Total Expenditure
721.19
978.06
(Rs. crore)
Profit or Loss (Rs.
281.14
177.37
crore)
1779
1766
166.08
19.29
185.37
190.32
16.9
207.22
183.19
9.8
192.99
230.1
10.88
240.98
349.27
29.09
378.36
420.42
27.78
448.2
759.42
910.46
342.49
453.56
416.93
456.9
29.
Mumbai Metropolitan Region has two of the twelve
major ports of India i.e., Mumbai Port (MbPT) and Jawaharlal
Nehru Port (JNPT). In addition, another port is being planned
at a site known as Rewas. Detailed review on growth of
Mumbai Port and Jawaharlal Nehru Port, proposed
upgradation plans, etc. are presented in Appendix 5.2.
Total
Capacity
tonnes)
429.5
506.5
370
826
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Cargo
(lakh
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At the end of March

MbPT
JNPT
2006
2007
2006
2007
Item
31.
Maharashtra Maritime Board (MMB) is the nodal
agency that takes care of the regulatory and developmental
framework of the state's maritime activities. Over the years,
the board has taken a number of initiatives to harness the
potential of its coastline. These include development of the
marine front including setting up of several cargo jetties, ferry
wharfs, larger port terminals, inland water transport system,
shipyards etc. MMB ports presently handle 10 percent of the
total cargo handled by minor ports in the country. Grouping
of these ports is presented in Table 5-14.
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Table 5-13: Operational Characteristics of Major Ports of

Maharashtra State
30.
Requirements of all the three ports of Mumbai
(Mumbai Port, JN Port and Rewas Port) in terms of
connectivity has been built into the envisaged long term
transport (Year 2031) for Mumbai Metropolitan Region. It
has been ensured that all the road connectivity is of highest
order composed of access controlled freeways. Further, rail
connectivity has been ensured. Figure 5-15 depict the
regional connectivity of each of these ports.
28.
Along the 720 km coastal line of the Maharashtra
state, two major ports, namely Mumbai Port Trust (MbPT)
and Jawaharlal Nehru Port Trust (JNPT) at Nhawa-Sheva
are in operation. The operational statistics of these major
ports for the years 2005- 06 and 2006-07 is given in Table 513. MbPT and JNPT handled 402.29 and 431.62 lakh tones
cargo traffic respectively during 2007-08 upto December,
which were respectively 23.5% and 12.5% more than that
during the corresponding period of the previous year.
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Table 5-14: List of Minor Ports in Maharashtra State

1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Bandra Group
Dahanu
Tarapur
Navapur
Satpati
Kelwa-Mahim
Arnala (Datiware)
Vasai
Uttan
Manori
Versova
Bandra
1.
2.
3.
4.
5.
6.
7.
8.
9.
Mora Group
Kalyan
Bhiwandi
Thane
Mora
Karanja
Mandwa
Trombay
Panvel
Ulwa-Belapur
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Rajpuri Group
Thal
Alibagh
Revadanda
Borli-Madala
Nadgaon
Murud-Janjira
Rajpuri (Dighi)
Mandad
Kumbharu
Shriwardhan
32.
Along the coastline, 2 minor ports (Greenfield
ports), Dighi and Revas Aware, are being developed with
private participation, and 5 other Ports (Alewadi/ Vadhvan,
Anjanvel, Vijaydurg, Redi, Jaigad) are being taken up under
Phase I. Support infrastructure like inland container terminal,
truck terminal, facility of Trans-shipping of passengers,
different modes of transport namely; rail to road and road to
rail are being developed as an integration with the airport
facility. Detailed statistics and planned proposals are
presented in Appendix 5.2.
33.
Road connectivity from Alewadi Port, Rewas, Dighi
port, Anjanvel Port, Jaigarh Port, Redi and Vijaydurg port to
the nearest existing road corridors as follows:
(a)
(b)
(c)
(d)
(e)
Dighi Port-Roha
Dighi Port Indapur
Dighi Port Mangaon
Rewas-Nahothana
Mumbai Trans Harbour Link (MTHL)
(f)
(g)
(h)
(i)
(j)
(k)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Rantnagiri Group
Ratnagiri
Varoda (Tiwari)
Jaigad
Boria
Palshet
Dabhol
Harnai
Kelshi
Bankot
Jaitapar
Purnagad
1.
2.
3.
4.
5.
6.
7.
8.
Vengurla Group
Vijaydurg
Devgad
Achara
Malvan
Nivati
Vengurla
Redi
Kiranpani
Inner Ring from Alewadi Port

Middle Ring from Dighi Port
Anjanvel Port MSH 4
Jaigarg Port to MSH4
Redi Port to MSH4
Vijaydurg Port to MSH4
34.
Rail connectivity from Alewadi Port, Rewas and
Dighi port to the nearest existing rail corridors as follows:
(a)
(b)
(c)
(d)
Dighi Port-Roha
Dighi Port Mangaon
Alewadi-Dahanu
35.
Upgradation of road connectivity and development
of rail connectivity for the other minor ports (42 number) is
also important as these ports are connected by only roads of
insufficient carriageway and quality. A minimum of 20 kms
road and 20 kms of rail connectivity have been proposed
which need to be developed along with development of these
ports.
5-25
FINAL REPORT
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Figure 5-15: Proposed Regional Road Connectivity - Mumbai Port, JN Port, Rewas Port
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5.5
AIRPORT DEVELOPMENT
36.
There are 454 airports/ airstrips in the country. This
includes operational, non-operational, abandoned and
disused airports. Airports owned by defense department, AAI
and State Governments, Private owners are 138, 97, 158
and 61 respectively.
37.
India is one of the fastest growing large markets for
airlines. A bevy of new airlines is making air travel more
affordable for the countrys increasingly prosperous middle
classes. The Indian civil aviation sector is witnessing double
digit growth, with the sector growing at 2530% in 20056. It
is expected to grow at 25 per cent annually for the next five
years (Business Standard, 26 May 2007). Investments in the
aviation sector are expected to be US$ 30 billion by 2012
and about US$ 50 billion by 2015. The entry of low cost
carriers like Air Deccan, Spicejet, GoAir, Indigo Airlines
among others, have driven down fares, resulting in strong

market stimulation.
38.
There are three international airports in
Maharashtra located at Mumbai (Chhatrapati Shivaji Maharaj
International Airport), Nagpur and Pune. The details
regarding aircraft movement as well as passenger and cargo
traffic from these international airports and five other
domestic airports in the State are presented in Table 5-15.
During 2006-07, international aircraft movement increased by
9.6%, whereas the domestic aircraft movement increased by
25.2% as compared to the previous year. The number of
domestic aircraft flights routed through Mumbai airport
accounted for 84.2% of the total domestic flights taken place
in the State during 2006-07. Similarly, the number of
domestic passengers embarked and disembarked through
this airport during 2005-06 and 2006-07 accounted for 89.3%
and 86.7% respectively.
Table 5-15: Aircraft Movement, Passenger and Cargo Traffic by various Airports in Maharashtra
Airport
Domestic
Mumbai
Pune
Nagpur
Aurangabad
Kohlapur
Total
International
Mumbai
Nagpur
Pune
Total
Total Flights
Passengers
Embarking
Disembarking
2005-06
2006-07
2005-06
2006-07
2005-06
2006-07
121959
11066
5242
2408
684
141359
149051
15352
8112
3793
726
177034
5859790
451545
180191
69172
4922
6565620
7452694
769572
295279
86989
8566
8613100
5822654
453746
171045
68216
6024
6521685
7449679
758366
287929
83643
10710
8590327
49186
254
246
49686
52729
900
828
54457
3190789
16627
5927
3213343
3562489
37801
17860
3618150
2915960
8583
5379
2929922
3223972
31685
16489
3272146
39.
Investments planned during 11th five year plan
(2007-2012) for creation of new airports/ modernization of
existing airports in Maharashtra state is as follows:
(a)
Modernisation of Mumbai International Airport;
Cargo (tonnes)
Loaded
Unloaded
2005-06
2006-07
2005-06
2006-07
69133
3704
1190
516
77224
5953
1187
468
73228
4962
1990
547
74935
7083
2170
526
74543
84832
80727
84714
171442
186969
1
7
186977
117518
141053
117518
141053
171442
Development of Greenfield airports at Navi Mumbai and

Pune; and
(c) Upgradation of existing airports: Nagpur (Expansion of
terminal building), Pune, Aurangabad (New terminal
building).
(b)
Mumbai: The GVK consortium-led Mumbai International Airport Ltd (MIAL), which took over operations of the Chattrapati Shivaji International Airport in
Mumbai in May 2006, has re-worked the original master plan for upgradation of the airport. The major change proposed is to have one integrated terminal
at Sahar airport, instead of the original plan of one terminal at Sahar for international and domestic traffic and another at Santa Cruz for domestic
passengers. The master contract for the redevelopment of the airport has been awarded to L&T. The new terminal, which forms part of the US$ 1.5 billion
master plan prepared by Netherlands Airport Consultants BV, will be rolled out in phases over the next ten years.
As per the revised MIAL master plan for renovating the countrys busiest airportwith around 650 air traffic movements per daya fully integrated airport
terminal with the capacity to handle 40 million passengers will come up at Sahar by 2012. This will handle both domestic and international flights. The
terminal at Santa Cruz is likely to be converted into a dedicated cargo terminal (Business Standard, 6 September 2007).
MIAL hopes to increase its share of non-aviation revenue from 20 per cent at present to 50 per cent over the next five years. Eventually, these revenues
are expected to overtake contributions from its existing revenue streamsaircraft landing and parking fees. Globally, a host of airports like Changi
(Singapore), Dubai, and Schipol (Amsterdam) earn most of their revenues from non-aviation sources that include business centres, duty free shops, food
courts. In this way, pure aviation related services would cost less and the airport would be competitive and attractive for airlines. The airport launched a
5-27
FINAL REPORT
free wireless network available within the domestic and the international terminals in September 2007, in partnership with the telecom major Bharti Airtel.
MIAL also plans free internet kiosks, to be operational from June 2008. On the cards are business centres, complete with high speed internet access.
New Airport at Navi Mumbai: For Mumbai, air traffic projections for passenger traffic is 27.5 million passengers annually by 2010 which is expected to
increase to 40 million passengers per annum in 2015 and peak at about 80 million in 2026. Despite the ongoing restructuring and modernization of the
existing airport in Mumbai, it would, at this rate by completely saturated by 2013. The Union Cabinet has accepted the proposal to build an international
airport at Navi Mumbai. The airport is to be developed as a greenfield project through the PPP route and is slated to be operational before 2013. The
government has identified a location on National Highway 4B, roughly 35 km from the existing international terminus at Santa Cruz, for the new airport.
Navi Mumbai is an appropriate choice for the location of the second airport because of the availability of developed infrastructure, power, water supply,
roads and communication, minimal environmental disturbance, and limited rehabilitation issues. The project, to be developed in four phases, is estimated
to cost Rs 9970 crore. During the first phase, which is to run from 200812 and investment of Rs 4200 crore, the airport would have a capacity to handle
10 million passengers annually; during the second phase (201517), the capacity would be doubled. MIAL, which operates the existing Mumbai airport,
would have first rights of refusal for the second airport in line with the concession agreement signed by the government with the MIAL. City & Industrial
Development Corporation (CIDCO), Maharashtra, and IL&FS have started work on the business plan for the project. The corporation, along with AAI,
would hold 26 per cent equity in the second airport and the rest would be held by a private developer.
Non-Metro Airports: The AAI has decided to modernize 35 non-metro airports to world standards in a phased manner with a focus on air side and city
side development and enhancement of non-aeronautical revenues at an estimated cost of Rs 41,000 crore. The government plans to select the joint
venture partners or private consortia that would take up the development of these airports. The process of selection of JV or private consortium for
development of individual airports or airports in a cluster approach will be finalized in 2008. The government has appointed Capital Fortunes, Hyderabad,
as consultants for preparing the project reports for development of twelve nonmetro airports in the southern and western parts of the country. In addition,
UTI Bank, Mumbai, has been given the mandate to prepare similar reports for twelve airports in the north and north-eastern region. The ministry plans to
have all the development work completed by 2010. Contracts for air side development at twenty-four airports have been awarded and for rest of the
eleven airports, contracts are being processed (Economic Times, 2 August 2007).
40.
The Government of Maharashtra with the cooperation of Government of India is developing the existing
Nagpur airport as Multi-modal International Passenger and
Cargo Hub Airport at Nagpur (MIHAN) Project. This includes
the upgradation of existing airport to an International
standard and expanding it by constructing the second
parallel runway, most modern passenger and cargo terminal
building with the state of the art facilities for passenger,
baggage and cargo handling. The whole design for the

airport has been prepared by M/s L & T Ramboll Consultants
along with Zurich Airport. Integrated with the development of
MIHAN, the master plan of the project consist of a Special
Economic Zone comprising of an Information Technology
City, Health City, a Captive Power Plant and other
Manufacturing and Value Added units.
Multi-modal International Passenger and Cargo Hub Airport at Nagpur (MIHAN) Project
MIHAN, a project one of its kind in the heart of India. Spread over an area of 4354 Hectares. The Multi-modal International Hub Airport at Nagpur, would
not only play a major role in the development of Vidarbha region but will benefit the state and the country as a whole. MIHAN is an Ideal business hub,
located in the geometrical centre of India and easily accessible to all the metro cities of India. A final destination for all your business related needs,
supported by excellent infrastructure, easy and fast procedural systems and continuous support and service through one window operation.
Techno Economic feasibility report for the MIHAN project was prepared by a consortium of internationally experienced consultants of repute led by L & T
RAMBOLL Consulting Engineers Limited. The project would consist of:
International Airport - Developing the existing airport in Nagpur to international standards and making it a unique Multi - modal International
Passenger & Cargo Hub Airport in the world. The Multi-modal Airport would be connected to the Rail and Road Terminal for passengers and cargo,
hence crating a multi-modal concept. The airport would consist of two parallel runways and a semi circular terminal building admeasuring 3 million
Sq. ft., which would cater to a projected traffic of 14 million passengers and 8,70,000 tons of cargo a year by 2030.
Special Economic Zone (SEZ) Spread over an area of 2086 Hectares. The SEZ adjacent to the Nagpur airport will be an added advantage and
trigger development of various activities in the region, with ample business incentives, trade concession and above all one window operation creating
an efficient environment, committed entirely to do business. This SEZ would consist of:
Information Technology Park (I. T. Park) Developing a state-of-the-art Information Technology Park covering an area of about 500 Ha., It would meet all
the requirements of setting and operating an IT industry.
Health City Spread over an area of 40 Ha. It would consist of a number of multi specialty hospitals providing super specialty treatments of international
standard levied at Indian cost to meet the needs of not only the surrounding states but also the neighboring and other countries. It would also consist of a
training institute for nurses and medical technicians.
Power Plant This Eco friendly coal based power plant would generate uninterrupted quality power to meet all the electricity consumption needs of the
entire SEZ, at most economical rates.
Manufacturing & Other Value Added Units These would consist of Textile and Garment Zone, Gem & Jewellery Zone, Food Processing Zone and other
sectors like Pharmaceuticals, Financial & Insurance Service and Bio Medical Sector.
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The project would also be facilitated with a Rail and Road Terminal admeasuring 200 Hectares, with warehousing facilities & other
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ancillary to meet the logistic needs of the project, the region and the state. It would also consist of an International school with
Spanish and French speaking teaching centre, which would suffice the educational needs of the children of the employees working
in the MIHAN project. A full fledge recreation center for people to be entertained and spend their leisure time and adjoining the SEZ
will be a top grade residential and commercial complex with entertainment facilities like golf course, Multiplex, Flying Club etc.
41.
In addition to the above airport development
projects, Government of Maharashtra is planning the
development of airports through Maharashtra Airport
Development Company Ltd. (MADC) at the following
locations:
(a)
Shirdi;
(b)
(c)
(d)
(e)
(f)
(g)
Jalgaon;
Solapur;
Phaltan;
Dhule;
Karad; and
Chandrapur.
Maharashtra Airport Development Company Limited (MADC)

Constituted in the year 2002 by the Government of Maharashtra (GoM) as a Special Purpose Company. MADC was jointly formed with
equity participation from City and Industrial Development Corporation Ltd. (CIDCO), Nagpur Improvement Trust (NIT), Maharashtra
Industrial Development Corporation (MIDC), Maharashtra State Road Development Corporation Ltd. (MSRDC) and later Nagpur Municipal
Corporation to join in equity.
MADC has been formed to play a lead role in the planning and implementation of the Multi-modal International Hub Airport at Nagpur
(MIHAN) project, keeping in mind the key objectives. The Government of Maharashtra has taken the initiative of setting up a world class
Multi-modal International Hub Airport at Nagpur. MADC would also take up development of other Airports in Maharashtra not belonging to
the Airports Authority of India (AAI) and Indian Air Force (IAF) which will provide air connectivity between various important district Head
Quarters and the Capital of the State.
proposed investment regions/ nodes, upcoming minor ports,
5.6
SUMMARY AND
connectivity to DFCs (Delhi Mumbai and Mumbai-Chennai).
CONCLUSIONS
About 3363 km of network upgradation/ new links has been
42.
The chapter presented an exhaustive analysis of
proposed within delineated zone. About 773 km of rail
existing transportation infrastructure in the search zone of
connectivity proposals to the upcoming minor ports under
DMIC within Maharashtra state. Tha analysis include road
priority i.e. Alewadi Port, Rewas, Dighi port, Anjanvel Port,
network, traffic levels on road network, level of utilisation of
Jaigarh Port, Redi and Vijaydurg port, proposed investment
road network, committed investments, rail network, major
regions/ nodes, etc. to the nearest existing rail corridors has
and minor ports and their traffic scenarios, committed
been proposed. In addition, road and rail connectivity has
programs of selected minor ports within Search Zone,
been proposed for other 42 minor ports.
airports and their expansion and modernization programs,
44.
Upgrdation of rail terminals, development of new
development of new airports planned by Government of
rail terminals, major and minor freight terminals, major and
Maharashtra.
minor logistic parks have been proposed. Development of
43.
Transport infrastructure strategies have been
five airports (Shirdi, Jalgaon, Solapur, Phaltan and Karad) in
analised considering road network, rail network & terminals,
Delineated Zone of DMIC has been proposed and these
port connectivity and airport development. Traffic flows on
proposals are among the seven airports planned by
major road network for the base year 2008 and different
Government of Maharashtra (The other two are Dhule and
horizon years, 2011, 2016 and 2021 along with Volume/
Chandrapur). Broad cost estimates for all the proposed
Capacity ratios i.e. traffic utilisation levels has been
transport infrastructure is presented in Chapter 6 of this
presented for assessment of required network upgradation
report.
and identification of connecting road corridors to the
5-29
6
PROJECT COST
6.1
COST
ESTIMATES
FOR
TRANSPORT
INFRASTRUCTURE DEVELOPMENT
INTRODUCTION
1.
This chapters aims to estimate broad cots for the
proposed infrastructure improvement strategies. Section 2
gives the cost estimates for the same. This includes costs for
road network upgradation and development, development of
rail connectivity, development of ports and airports.
6.2
COST ESTIMATES FOR

INFRASTRUCTURE
DEVELOPMENT
2.
Broad cost estimates for infrastructure development
is summarised in Table 6-1. Detailed breakup of cost for
proposed road network upgradation/ development, rail
connectivity development, rail terminals/ freight terminals/
logistic parks, development of minor ports, development/
modernization of airports are presented in Table 6-2, Table
6-3, Table 6-4, Table 6-5 and Table 6-6. The total cost of
infrastructure development for the horizon period up to 2021

is INR 1,224 billion @ 2008-09 prices. About 44% of the total
estimated cost is for the upgradation/ development of road
network followed by 31.2% for development of minor ports
(Figure 6-1).
Table 6-1: Summary of Cost Estimated for Infrastructure
development: 2008 - 2021
Sl.
NO.
1
2
3
4
5
Airport
Road Network Upgradation/Development
Rail Connectivity Development
Rail Terminals, Freight Terminals and Logistic
Parks
Development of Minor Ports
Development /Modernisation of Airports
Total
Cost (INR
million) @
2008-09
prices
538,843
64,940
36,750
382,000
202,000
1,224,533
17%
44%
31%
3%
5%
Road Network Upgradation/Development
Rail Connectivity Development
Rail Terminals, Freight Terminals and Logistic Parks
Development of Minor Ports
Development /Modernisation of Airports
Figure 6-1: Infrastructure Development Costs-Proportion
6-1
FINAL REPORT
Table 6-2: Infrastructure Development Costs-Proportion

Sl. No.
Road Name
H1
H2
H3
H4
H5
H6
H7
H8
H9
H10
H11
H12
H13
H14
H15
H16
H17
H18
H19
H20
H21
H22
H23
H24
H25
H26
H27
H28
H29
Proposed
carriageway
Length (kms)
Outer Ring
Middle Ring
Inner Ring
Radial 1
Radial 2
Radial 3
Radial 4
Radial 5
Radial 6
Radial 7
Igatpuri-Sinner
Dighi-Roha
Dighi-Indapur
Dighi-Mangaon
Khed-Chakan-Talegaon-Wadgaon
Kalyan-Murbad-Alephata
Pen-Khopoli
Murbad-Shahapur
Rewas-Alibagh
Alibagh-Vadkhal
Rewas-Nogathane
MTHL (Worli-Sewri-Nhava/Kharkopar-Rave, on SH85)
Road Connectivity from Nevali Growth Centre to DFC
Mumbai-Nashik (NH3) to Expressway Standard
NH17: From Pen to Ratnagiri
Road Connectivity from Anjanvel Port to NH17
Road Connectivity from Jaigarh Port to NH17
Road Connectivity from Redi Port to NH17
Road Connectivity from Vijaydurg Port to NH17
Total
620
490
290
250
130
200
190
90
70
65
50
40
20
20
35
120
35
20
12
25
50
41
25
170
225
20
20
20
20
3363
8 LDC
8 LDC
8 LDC
6 LDC
6 LDC
6 LDC
6 LDC
6 LDC
6 LDC
6 LDC
4 LDC
4 LDC
4 LDC
4 LDC
6 LDC
4 LDC
4 LDC
4 LDC
4 LDC
4 LDC
4 LDC
6 LDC
6 LDC
6 LDC
4 LDC
4 LDC
4 LDC
4 LDC
4 LDC
Unit Cost INR

million/km
@2008-09
160
160
160
160
160
160
160
160
160
160
80
80
80
80
120
80
80
80
80
80
80
Cost (INR
million)
99,200
78,400
46,400
40,000
20,800
32,000
30,400
14,400
11,200
10,400
4,000
3,200
1,600
1,600
4,200
9,600
2,800
1,600
960
2,000
4,000
79,083
3,000
13,600
18,000
1,600
1,600
1,600
1,600
538,843
120
80
80
80
80
80
80
Table 6-3: Broad Cost Estimate for Proposed Rail Connectivity Development: 2008 - 2021
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Cost (INR
million)
P
O
1,600
3,000
5,000
8,000
6,400
6,800
240
5,000
2,500
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MUMBAI ME
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20
30
50
100
80
85
3
50
25
Unit Cost
INR
million/km
@2008-09
80
100
100
80
80
80
80
100
100
UTH
ORIT Y
Nashik Road-Sinner
Dighi Port-Roha
Dighi Port-Mangaon
Panvel-Igatpuri
Chakan-Talegaon (Central Railway new link upto Indapur (Konkan Railway)
Talegaon-Chakan-Khed-Ranjangaon
Alewadi-Dahanu
Rail Connectivity from Nevali Growth Centre to DFC
Proposed
Track
O
LI
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N
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TA
R1
R2
R3
R4
R5
R6
R7
R8
R9
Road Name
Length
(kms)
Sl.
No.
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Sl.
No.
R10
R11
R12
R13
R14
Road Name
Pune-Nashik
Rail Connectivity from Anjanvel Port to Konkan Railway
Road Connectivity from Jaigarh Port to Konkan Railway
Road Connectivity from Redi Port to Konkan Railway
Road Connectivity from Vijaydurg Port to Konkan Railway
Total
Length
(kms)
Proposed
Track
200
20
40
30
40
773
Twin Track
Twin Track
Twin Track
Twin Track
Twin Track
Unit Cost
INR
million/km
@2008-09
80
80
80
80
80
Cost (INR
million)
16,000
1,600
1,600
1,600
1,600
64,940
Table 6-4: Broad Cost Estimate for Proposed Rail Terminals, Freight Terminals and Logistic Parks: 2008 - 2021
Terminal and Location
Upgradation of Mumbai area Terminals
Upgradation of Nashik, Manmad, Ahmednagar and Satara Railway Terminals
New Terminal in Pune
Freight Terminal in Mumbai
Major Freight Terminals at Alewadi, Nashik, Dighi and Pune
Minor Freight Terminals at Malegaon/Manmad, Ahmednagar and Satara
Logistic Parks: Mumbai
Major Logistic Parks: Alewadi, Nashik, Dighi and Pune
Minor Logistic Parks: Malegaon/Manmad, Ahmednagar and Satara
Total
Unit Cost INR

million/km @2008-09
2000
250
250
1000
1000
500
5000
4000
2000
Cost (INR million)

2,000
1,000
250
1,000
4,000
1,500
5,000
16,000
6,000
36,750
Table 6-5: Broad Cost Estimate for Proposed Development of Minor Ports: 2008 - 2021
Terminal and Location
Minor Ports: Phase I - Alewadi, Anjanvel, Vijaydurg, Redi, Jaighad
Development of other Minor Ports including Road and Rail Connectivity
Total
Unit Cost INR million/km

@2008-09
5,000
8,500
Cost (INR million)

25,000
357,000
382,000
Table 6-6: Broad Cost Estimate for Proposed Development/ Modernisation of Airports: 2008 - 2021
Airport
Greenfield Airports in Navi Mumbai and Pune
Upgradation of Existing Airports: Pune
Development of New Airports: Shirdi, Jalgaon, Solapur, Phaltan, Karad
Total
Unit Cost INR million/km

@2008-09
800
Cost (INR million)

150,000
12,000
40,000
202,000
6-3
Appendices
Appendix
2.1
DEVELOPMENT PROFILE OF SEARCH

ZONE
APPENDIX 2.1:
DEVELOPMENT PROFILE OF
SEARCH ZONE
SEARCH ZONE FOR

DELINEATION OF
INFLUENCE REGION
1.
The need for the identification of the search zone
was felt, as Maharashtra is a large state with varying physical
as well as socio-economic characteristics. Identification of a
search zone helps in focused study of critical factors that
may either influence the DMIC corridor or be influenced by it.
Three levels of search zone have been identified based on
distance from the DMIC as a criterion viz. (a) up to 125 km;
(b) 125-250 km; and (c) 250-400 km. Table 1 and Figure 1
give the search zone and the districts falling under them. A
total of 16 districts have been taken up for study out of the 35

districts in the state.
Table 1: Search Zone for DMIC Influence Region
Distance
from DMIC
(in km)
Up to 125
II
125 - 250
III
250 - 400
Search
Zone
District Name
Thane, Raigarh, Pune, Ratnagiri, Satara
Nashik, Dhule, Nandurbar, Ahmadnagar,
Sangali, Solapur
Jalgaon, Jalna, Aurangabad, Bid, Osmanabad
Figure 1: Search Zone for DMIC Influence Region
A-1
FINAL REPORT
Appendix 2-1
EN
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Figure 2: Search Zone for DMIC Influence Region
LO
REGION DE VE
FINAL REPORT
Appendix 2-1
2
METHODOLOGY FOR
DEVELOPMENT
ASSESSMENT
2.
Assessment of the development profile of the
search zone involved collection of a huge amount of
database from various sources. In order to effectively
analyse the vast database, a structured approach was
developed. Broadly three parameters have been studied
including demography and social development, infrastructure
and economy. Since the parameters analyzed vary, a
statistical technique was used in order to standardize them
and arrive at a development index. The formulae used for
standardization has been given below.
Where,
Z=
Index for each Parameter
X=
Value of Parameter
Mean of Parameter
Standard Deviation
SEARCH ZONEDEVELOPMENT PROFILE

AT DISTRICT LEVEL
3.1
Physiographic Characteristics
The search zone comprises four major physiographic

divisions (Table 2) (Figure 3). The first is Aurangabad
division also known as Marathwada, is amongst the most
backward regions of the state as also the largest in terms of
area. Latur Pattern of education and landmark research in
agriculture are the distinguished features of this division. The
second division is known as the Konkan Division that is rich
in natural beauty with a 720 km coastline. The countrys first
Atomic Power Plant is located at Tarapur in Palghar taluka
(Thane). Also, it has large fertilizer units, based on natural
gas. The Nashik division is the third division and is known for
several important historical sites. This division is nationally
important for MiG factory at Ozar in Kalwan taluka (Nashik)
and also has Security Press where currency notes and postal
stationery are printed. The fourth division is the Pune division
that is presently characterized by a rapid stride in IT sector. It
is the most affluent regions of the country and presence of
major industrial houses in several sectors including defense,
agriculture, education, film industry, stage, power generation
or irrigation, and economic entity. A large number of SEZs
are also located in Pune city.
Table 2: Physiographic Divisions-Maharashtra

Division Name
Area
(sq. km)
Aurangabad /
Marathwada
Division
64,811
Konkan Division
30,746
Nashik / Khandesh
Division
57,426
Pune / Western
Maharashtra
Division
57,268
Districts
Aurangabad
Beed
Jalna
Osmanabad
Raigad
Thane
Ratnagiri
Ahmednagar
Dhule
Jalgaon
Nandurbar
Nashik
Pune
Sangli
Satara
Solapur
No. of Taluka
9
11
8
8
15
15
9
14
4
15
6
15
14
9
11
11
3.
Within the search zone, Ratnagiri and Raigarh are
the most forested districts. Major wildlife protected areas are
located in Solapur, Ahmednagar, Pune, Satara, Thane and
Raigad districts. Matheran in Karjat taluka (Raigarh District)
has been declared as an eco-sensitive zone by the
Government of India. The state has adequately conserved
and protected 35 sanctuaries. Konkan, Khandesh and
Marathwada have four, two and four wildlife sanctuaries
respectively, most of the sanctuaries are in Vidarbha (15)
and Western Maharashtra regions (10). About 17 sanctuary
lie within the search zone with each sanctuary having a rich
and diverse flora and fauna (Table 3).
A-3
FINAL REPORT
Appendix 2-1
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Figure 3: Divisions and Talukas in Search Zone
LO
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FINAL REPORT
Appendix 2-1
Table 3: Wildlife Sanctuaries- Search Zone

Region
Marathwada
Khandesh
Konkan
Western Maharashtra
Wildlife Sanctuary Name

Jaikwadi
Gautala
Naygaon Mayur
Yedshi Ramling
Anerdam
Yawal
Karnala Bird
Phansad
Tansa
Sagareshwar
Koyana
Great Indian Bustard
Bhimashankar
Mayureshwar
Nandur Mahyameshwar
Rehkuri Blackbuck
Kalsubai Harishchandragad
District
Aurangabad
Aurangabad
Beed
Osmanabad
Dhule
Jalgaon
Raigad
Raigad
Thane
Sangli
Satara
Solapur
Pune
Pune
Nasik
Ahmadnagar
Ahmadnagar
Taluka
Aurangabad
Sahyadri
Marathwada Region
Kalamb
Shirpur
Yawal
Panvel
Murud and Roha
Wada, Shahapur and Mokhada
Sagareshwar
Satara
Nanaj Solapur
Ambegaon
Supe Pune
Niphad
Karjat
Akole
Source: http://www.mahaforest.nic.in/
3.2
Demographic
Characteristics
and
population. Thane district records the highest i.e. 4 %

average annual growth rate (AAGR) in 1991-2001. Besides,
new diversified industrial base is present in these districts
including IT/ITES, pharmaceuticals and multi product SEZs
are present in these districts thereby stimulating the
population growth. In terms of population density too, these
districts show a higher average (Figure 6). The high density
of population in Thane district (Figure 7) is due to the
Mumbai urban area. There is progressive reduction in
density of population in districts that are away from Mumbai
Metropolitan Area and the coast. Further, these districts also
have the impact of the JNPT Port.
Social
4.
64 % of the state population resides in the search
zone. Within this, Thane and Pune districts have the largest
population shares followed by Ahmadnagar and Solapur
(Figure 4). The pattern of growth rate of population shows
that Thane, Nashik, Pune and Aurangabad districts have the
highest growth rates (Figure 5).
5.
These four districts together have the maximum
concentration of industries, employment and therefore,
9%
13%
5%
4%
7%
4%
5%
7%
5%
7%
4%
2%
4%
11%
9%
4%
Ahmadnagar
Aurangabad
Bid
Dhule
Jalgaon
Jalna
Nandurbar
Nashik
Osmanabad
Pune
Raigarh
Ratnagiri
Sangali
Satara
Solapur
Thane
Figure 4: Distribution of Population

A-5
FINAL REPORT
Appendix 2-1
EN
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UTH
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Figure 5: Population Growth Rate (AAGR) 2001-Search Zone
LO
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Appendix 2-1
FINAL REPORT
Figure 6: Population Density in Search Zone by District, 2001
A-7
FINAL REPORT
Appendix 2-1
80
70
60
50
40
30
20
10
0
7.
About 77% of the urban population of the state falls
within the search zone. Ratnagiri taluka have least i.e. 11%
of urban population. Thane district through which DMIC
traverses has 73% of urban population (Figure 7) of the
state. This is followed by Pune and Aurangabad.
73
58
39
38
20
32
26 29
24
25
15
14 11
18 16 19
Th
an
e
Na
Ah
ma shik
dn
ag
ar
Pu
n
Ra e
iga
Na
rh
nd
urb
ar
Dh
ule
Ja
lg
Au
ran aon
ga
ba
d
Sa
ta r
a
Ra
tn a
gir
i
Sa
ng
ali
So
lap
ur
Os
Bid
ma
na
ba
d
Ja
lna
Urban Population (%)
6.
It was found that literacy rates were the highest in
Thane and Pune districts (both overall and female). They
decline in districts that are towards the eastern portion of
Maharashtra (Figure 8).
District
EN
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Figure 7: Urban Population (%) by District in Search Zone, 2001
LO
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Appendix 2-1
FINAL REPORT
Figure 8: Literacy Rate by District in Search Zone, 2001
A-9
FINAL REPORT
8.
A cumulative development index was arrived at
based on the indicators studied for demography and social
development. Figure 11 shows the ranges for the index
amongst the districts. Thane followed by Pune, Nashik and
Aurangabad show the maximum potential for development in
terms of demographic parameters. High potential for human
resource development exists in these districts.
3.3
Economic Base and Industrial

Profile
a)
District Domestic Product
9.
An analysis of the percapita income at the district
level has been done. Figure 9 shows the per capita income.
Appendix 2-1
Mumbai has the highest per capita income followed by Pune,

Thane, and Raigad. The state average per capita income is
around Rs. 41000.
b)
Workers
10.
With the exception of Thane and Pune, all the
districts have more than 50% of workers involved in primary
sector (Figure 10). These districts include Thane and Pune.
Districts with a larger proportion of primary sector workers in
Nandurbar, Bid and Osmanabad (Figure 12). Conversely,
the proportion of tertiary sector workers is high in Thane,
Raigarh and Solapur. These districts are characterized by
activities such as IT/ITES. Support services for these
industries are also highly developed in these districts.
90
Per Capita Income (Rs. '000)
80
70
60
50
40
30
20
10
Bi
d
Dh
ul
Ja e
lg
a
M on
um
Na ba
nd i
ur
ba
Na r
O
sm shi
an k
ab
ad
Pu
n
Ra e
ig
Ra arh
tn
ag
Sa iri
ng
a
Sa li
ta
r
So a
la
pu
Th r
an
e
Ah
m
ad
Au n a
ra gar
ng
ab
ad
90
80
70
60
50
40
30
20
10
0
Th
an
e
N
Ah as
hi
m
ad k
na
ga
r
Pu
ne
R
ai
ga
N
an rh
du
rb
ar
D
hu
l
Ja e
l
g
Au
ao
ra
n
ng
ab
ad
Sa
ta
ra
R
at
na
gi
S a ri
ng
a
So l i
la
pu
r
O
sm Bid
an
ab
ad
Ja
ln
a
Wrokes in Primary Sector (%)
Figure 9: Per Capita Income at District Level
District
EN
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A-10
UTH
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Figure 10: Primary Sector Workers-2001 (%)
LO
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Appendix 2-1
FINAL REPORT
Figure 11: Demography and Social Development Index

A-11
FINAL REPORT
Appendix 2-1
EN
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A-12
UTH
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Figure 12: Tertiary Sector Workers-2001(%)
LO
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FINAL REPORT
Appendix 2-1
(c)
Industrial scenario
11.
There are 132 SEZs (including 77 formally
approved, 32 in-principle approved, and 23 notified SEZs as
on May 2008) are and 69 Industrial Estates in the search
zone (Figure 13). Maximum number of SEZs are in Pune
district that consists mainly of IT/ITES and multi product
Special Economic Zones. Several of these industries are
located along major highways, within the Mumbai
Metropolitan Region and around JNPT. Ahmadnagar is a

highly industrialised district in terms of Industrial estates
followed by Aurangabad, Solapur and Pune. In terms of
percentage share of total industries, Thane, Pune and
Solapur districts show maximum concentration. It is learnt
that the nearly 87% of the proposed land acquisition
proposals of MIDC falls within the search zone (Tables 4 to
6).
Figure 13: Location of SEZs and Industrial Estates

A-13
FINAL REPORT
Appendix 2-1
Table 4: Proposed/Upcoming Industrial Projects

District
Raigarh
Dhule
Sangli
Thane
Raigarh
Nagpur
Pune
Thane
Thane
Name of Industrial Projects

Patalganga Viscose Fibre Project
Cotton Yarn Project
Islampur Weaving Unit Project
Tarapur Fabric Processiong Unit Project
Polyester Staple Fibre Project
Butibori Textile SEZ Project
Shirting Project
Pune Textile Project
Tarapur Weaving & Processiong Project
Tarapur Fabric Processiong Project
Total
Capacity
20
150000
800
500000
1.65
383
80
45
105
312
Unit
000 tonnes
Spindles
Looms/day
Meters/day
000 tonnes
Hectares
Million tonnes
Million tonnes
000 metres/day
lakh metres
Cost (Rs. Crore)

900
512
450
350
350
300
295
250
150
136
3693
Status
Under Implementation
Announcement
Announcement
Source: CMIE Journals
Table 5: Land Acquisition proposals by MIDC for Proposed industrial estates (ha)
Area
Maharashtra State
Search Zone
% to total state
Govt. Land
6516.31
6310.13
96.8
Pvt. Land
43038.681
36751.97
85.4
Total
49554.99
43062.1
86.9
Table 6: Land Acquisition proposals by MIDC for Proposed industrial estates (ha)
0.32
0.71
210.35
45.35
31.13
Pvt. Land
242.99
500.78
404.46
130.14
1016.82
45.2
605.8
570.59
226.62
468.22
3966.95
1042.4
933.92
1335.7
785.29
2552.86
216.41
312.55
242.56
55.07
33.94
20.84
2
24.62
72.55
76.61
18.91
0.04
65.35
146.78
94.65
276.53
229.01
1367.23
203.03
113.39
94.29
242.16
P
O
Total
263.02
503.18
484.13
2678.13
1134.66
1188.93
635.98
594.95
229.16
527.8
4022.32
1042.4
934.24
1336.41
785.29
2763.21
261.76
343.68
242.56
55.07
65.35
180.72
94.65
297.37
231.01
1391.85
275.58
190
113.2
242.2
UTH
ORIT Y
Govt. Land
20.03
2.4
79.67
2547.99
117.84
1143.73
30.18
24.36
2.54
59.58
55.37
O
LI
TA
N
EN
TA
Village
Walshind & other two villages
Kakole & other five villages
Ambhe & other four villages
Nargani & other twenty three villages
Vashi &other ten villages
Khargate & other fiften villages
Tembhari & other five villages
Ghodivali & other five villages
Narangi & other five villages
Dherand & Shapur
Naijiampur & other nine villages
Kumbharmath & Devali
Chippi & other two villages
Kasarde & other four villages
Ladgaon & other karmad villages
Gandheli & other seven villages
Nagewadi
Addl.waluj Dharmapur & other three villages
Chorakhli
Gaojwada
Gaojwada
Kaudgaon
Nayhali
Nayhali @ other two villages
Tuppa @ other two villages
Chinimnari& other seven villages
Mandva & Bansoli
sayne
sayne Budhruk
Gondhe
TR
MUMBAI ME
A-14
Tehsil
Tal Bhivandi
Ambernath
Ambernath
Alibag
Pen
Pen
Khalapur
Khalapur
Khalapur
Alibag
Rohan & Mangaon
Malvan
Vengurla
Kankavali
Aurangabad
Aurangabad
Jalna
Aurangabad
Kalamb
Vashi
Vashi
Osmanabad
Mudkhed
Mudkhed
Nanded
Chandrapur
Nagpur
Malagaon
Malagaon
Igatpur
District
Thane
Thane
Thane
Raigad
Raigad
Raigad
Raigad
Raigad
Raigad
Raigad
Raigad
Sindhudurg
Sindhudurg
Sindhudurg
Aurangabad
Aurangabad
Jalna
Aurangabad
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Nanded
Nanded
Nanded
Nanded
Nagpur
Nashik
Nashik
Nashik
LO
REGION DE VE
FINAL REPORT
Appendix 2-1
District
Nashik
Nashik
Nashik
Nashik
Nashik
Nashik
Solapur
Kholapur
Kholapur
Satara
Sangli
Sangli
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Tehsil
Igatpur
Sinner
Sinner
Sinner
Dhindori
Sinner
Solapur
Karvir
Hatkangale
Khandala
Tasgav
Addl.Kadegav
Mulshi
Mulshi
Mulshi
Bhor
Maval
Maval
Khed
Khed
Maval
Maval
Maval
Maval
Maval
Khed
Khed
Khed
Khed
Haveli
Purandhar
Purandhar
Purandhar
Village
Wadiware
Maparwadi
Musalgaon & other four villages
Shivinagar & other two villages
Talgaon & Akarale
Sonabme & Kombe
Kondi & other two villages
Kagal & other four villages
Vathar tarfe vadgav
Kesurdi & Dhangarwadi
Manerajuri & Yogewadi
Shivajinagar
Marunji & Hinjewadi
Man & Hinjewadi
Man & Other three villages
Sarole & other three villages
Waksai & other four villages
Takve-Khurd & other seven villages
Nimgaon & other three villages
Khalchi Bhamburwadi & other fiften vilages
Navlakh Umre & other two villages
Navlakh Umbre
Katavi & Wadgaon
Aambi
Baur & other two villages
Sawardari & other four villages
Sawardari & other four villages
Rohakal & other five villages
Sawardari & other seven villages
Wagholi & othe three villages
Jejuri & Kolvihiri
Jejuri
Pargaon & other three villages
Govt. Land
Pvt. Land
245.11
230.67
1137.41
639.37
348.66
606.29
566.76
363.441
440.8
327.84
95.7
28.81
512.94
465.4
678
282.04
133.43
1168.61
477.92
6223.7
546.24
345.41
51.91
388.92
419.08
414.24
1232.88
771.29
2741
1881.12
164.13
171.59
505.29
43038.681
35.43
12.44
23.71
23.4
85.14
9.13
101.32
1.06
3.27
13.18
10.91
18.83
301.9
725.13
6.01
4.3
2
9.91
10.16
2.09
130.41
15.71
188.3
106.44
6516.31
Total
245.11
230.67
1172.84
651.81
372.37
606.29
590.16
448.581
440.8
336.97
197.02
28.81
514
465.4
681.27
295.22
144.34
1187.44
779.82
6948.83
552.25
349.71
53.91
398.83
429.24
416.33
1363.29
787
2929.3
1987.56
164.13
171.59
505.29
49554.99
Highly developed human resource base;

Large concentration of urban population; and
Coming up of several new industrial projects in these

districts.
0.6
0.58
0.61
0.75
0.67
0.69
0.45
0.4
0.2
0
Ja
ln
a
Influence of JnPT;
0.73
B
sm
id
an
ab
ad
0.94
0.84
New specialized industries activities such as IT/ITES

and SEZs;
0.83
Pu
ne
ai
ga
N
rh
an
du
rb
ar
D
hu
le
Ja
lg
A
ao
ur
n
an
ga
ba
d
Sa
ta
ra
R
at
na
gi
ri
Sa
ng
al
i
So
la
pu
r
0.87
0.74
0.8
0.6
0.88
0.87
Large number of tertiary workers;
1
1
an
e
1.2
a
A
h m shi
k
ad
na
ga
r
12.
Thane, Pune and Raigarh are emerging as the top
three districts showing high potential for economic
development (Figure 15). These districts are characterized
by:
Th
Economy Development Index
(d)
Average Road Density (Road length/sq.

km.)
Source: Compiled from MIDC, June 2008. Note: The yellow colours shows those located outside Search Zone.
District
Figure 14: Average Road Density (Road length/Sq km)

3.4
13.
A comprehensive assessment of infrastructure
development has been done as part of this section.
A-15
FINAL REPORT
(a)
Road Density
14.
In order to assess the development status of road
network in the districts, road density has been calculated as
the total road length per square kilometer area. Figure 14
Appendix 2-1
show that Aurangabad has the highest road density in search

zone. Nashik, Pune and Sangali have better road density
compare to other districts. Figure 16 shows the road density
in the districts.
EN
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A-16
UTH
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Figure 15: Economy Development Index
LO
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FINAL REPORT
Appendix 2-1
(b)
Ports, Airports
15.
The search Zone has two of the twelve major ports
of India i.e., Mumbai Port (MbPT) and Jawahar Lal Nehru
Port (JnPT). In addition, another port is being planned at a
site known as Rewas in Ratnagiri district. Maharashtra has
48 minor ports spread over a distance of 720 km of the
seacoast. Of this, 35 minor ports fall within the search zone.
There are 10 airstrips in the search zone excluding Mumbai,
which is the busiest airport in India. Figure 17 gives the

location of airports and ports in the search zone.
(c)
Rail Network
16.
Rail network accessibility will be an important area
of focus as the DMIC is proposed to be developed along the
DFC, which is the core part of the whole project. Figure 18
shows the rail network in the search zone.
Figure 16: Road Network in Search Zone
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Appendix 2-1
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Figure 17: Location of Ports and Airports in the Search Zone
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Figure 18: Rail Network in the Search Zone

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Appendix 2-1
(d)
Other infrastructure
17.
Other infrastructure assessed as part of this section
include education (number of educational units per 1 lakh
population), health (number of health units per 1 lakh
population), number of telephone exchanges and number of
post offices. Figure 19 shows the availability of health and
education units. Jalgaon and Pune have scored maximum in
terms of educational infrastructure and Thane, Nashik and
Jalgaon have scored maximum in health infrastructure. To
assess telecommunication infrastructure in the search zone,
the chosen parameters include number of cellular
connection, number of telephone exchanges and the number

of post offices. Figure 20 shows the availability of
telecommunication infrastructure. Again, Pune, Nashik and
Thane have the better access to telecommunication
infrastructure. Figure 21 shows the number of warehouses,
ICDs, CFS and Agro export Zones. While all the districts
have Agriculture Export Zones, the number of Container
Freight Stations (CFS) and Integrated Container Depots
(ICDs) are very limited and are present in few districts
including Pune, Raigad, Jalgaon, Solapur.
45.00
40.00
35.00
Health
Units per 1
lac
population
Numbers
30.00
25.00
20.00
Education
al Units
per 1 lac
population
15.00
10.00
5.00
Th
a
ne
Ah
a
m sh i
ad
k
na
ga
r
Pu
ne
R
a
N igar
an
h
du
rb
ar
D
hu
Ja l e
Au lga
o
ra
ng n
ab
ad
Sa
t
R a ra
at
na
g
Sa iri
ng
a
So li
la
pu
r
O
sm
Bi
an d
ab
ad
Ja
ln
a
0.00
District
Figure 19: Educational and Health Infrastructure Availability

900
800
Number of
telephone
exchanges
(2002)
700
Numbers
600
500
400
300
200
100
0
r
e
n
e
iri
a
ik gar
d
ur
ali
n e arh
ba hul gao aba at ar nag
an as h
n g ol ap
Pu ai g
l
ur
na
D
t
Th
a
g
d
S
N
d
a
Sa
S
J
R
n
n
a
R
a
a
r
m
N
Au
Ah
District
d
d
lna
Bi aba
Ja
an
m
Os
Number
of post
offices
(2002)
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Figure 20: Number of Telephone Exchanges and Post offices
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Appendix 2-1
Number
of warehouses
(2005-06)
6
5
Number of
container freight
stations (CFS)
(2003)
Numbers
4
3
Number of
Inland Container
Depot (2003)
2
1
0
r
r
li
e
r
d
n
a
e
d
a
iri
ik
d
le
rh
Bi aba aln
an s h aga Pun i ga urba hu lgao aba at ar nag n ga l apu
J
D
t
a So
Th Na adn
S
a
S
an
J a ang
Ra and
R
m
r
m
s
N
O
Au District
Ah
Number of
Agricultural
Export Zones
(APEDA, 2005)
Figure 21: Number of Warehouses, CFS, ICDs and AEZs in the Search Zone
(e)
Investment in Infrastructure sector
18.
The major investment in infrastructure sector is in
Raigad, Thane and Ratnagiri districts in the search zone
(Tables 7 to 10). Raigarh district is leading because of
development in port sector. The development in Thane and
Ratnagiri can be attributed to development in the power
sector. The total Investment in infrastructure in the search
zone is around Rs. 3200 billion in the current year.
19.
The largest proportion of investment is in the power
sector, followed by ports, roads and aviation. There are
major projects of 9900 MW and 4000 MW in Ratnagiri and
Thane districts with investment of around Rs. 65000 Crores.
Two container terminal projects for Raigarh port with an
investment of Rs.10000 Crores. There are two major projects

including the Mumbai-Nhava Sheva Trans harbour Link
Project and Worli-Cuffe Parade-Nariman Sealink Project with
an investment of Rs. 7235 Crores and another project called
Bandra-Worli Sealink Project is under implementation with an
investment of Rs. 1300 Crores. In aviation sector, Navi
Mumbai International Airport Project has been announced
with an investment of Rs.10000 Crores. Besides, Mumbai
Airport Modernization Project and Nagpur International
Passenger & Cargo Airport are under implementation with an
investment of around Rs. 7500 Crores and Rs. 5000 Crores
respectively.
Table 7: Investment in Power Sector

District
Ratnagiri
Thane
Ratnagiri
Raigarh
Ratnagiri
Pune
Gondia
Thane
Ratnagiri
Thane
Raigarh
Raigarh
Raigarh
Nagpur
Jalgaon
Raigarh
Name of Power Projects

Jaitapur Nuclear Power Project
Shahpur Multi-Fuel-Based Power Project
Dabhol Power Expansion Project
Dherand/Shahpur Power Project
Dhopave Power Project
Talegaon Power Project
Tirora Power Project Phase-I
Shahpur Coal Based Power Project
Jaigad Power Project
Dahanu Thermal Power Expansion Project
Usar (Raigarh) Power SEZ Project
Uran gas Based Power Project
Dolvi Coal Based Power Project
Mauda Power Project
Bhusawal Power Project
Raigarh Power Project
Total
Capacity
Units
9900
4000
2850
2400
1600
1400
1320
1200
1200
1200
MW
MW
MW
MW
MW
MW
MW
MW
MW
MW
1040
1000
1000
1000
1000
MW
MW
MW
MW
MW
Cost (Rs.
Crore)
50000
15000
11000
6000
8000
5280
12000
4500
3500
1000
5000
6000
5459
4000
4000
50739
Status
Announcement
Announcement
Announcement
Announcement
Announcement
Announcement
Announcement
Announcement
Announcement
Announcement
Announcement
Announcement
Announcement
Source: CMIE Journals, January 2008.
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Appendix 2-1
Table 8: Investment in Port Sector

District
Name of Port Projects
Raigarh
Raigarh
Raigarh
Raigarh
Raigarh
Raigarh
Raigarh
Raigarh
Thane
Raigarh
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Total
Capacity
Container Terminal (5) Project

Container Terminal (4) Project
Revas Port Project
JNPT Channel Dredging Project Phase-II
Dighi Port Project Phase-I
JNPT Channel Dredging Project Phase-I
Deep Navigation Facilities Phase-I
Container Terminal Project
Shipbuilding Yard Project
Approach Channel Deepening Proejct
Usgaon Shipyard Project
Jaigad Port Project
ratnagiri Drydock Project
Agargule Port Project
Units
6000
TEUs
2.9
100000
Metres
Dwt
Cost
(Rs. Crore)
5000
3000
1950
1210
1200
800
800
800
750
700
600
480
335
290
17915
Status
Announcement
Announcement
Announcement
Announcement
Announcement
Announcement
Source: CMIE Journals, February 2007.
Table 9: Investment in Road Projects

District
Name major Road Projects
Raigarh
Raigarh
Nashik
Dhule
Colaba
Nagpur
Pune
Thane
Total
Mumbai-Nhava Sheva Trans harbor Link Project

Panvel-Sion Expressway Project
Vadape-Gonde Highway NH-3 Project
Pimpalgaon-Dhule Highway NH-3 Project
Colaba and Anik Elevated Freeway Road Project
Nagpur City Integrated Road Devp. Phase I Project
Pune City Integrated Road Devp. Project
Bhiwandi-Kalyan-Shil Phata Highways Project
Capacity
Units
22.5
100
118
12
Kms
Kms
Kms
Kms
Kms
32
21.6
Kms
Kms
Cost
(Rs. Crore)
4000
750
579
556
531
350
280
219
7265
Status
Announcement
Table 10: Investment in Aviation Sector

District
Pune
Pune
Aurangabad
Pune
Ahmadnagar
Total
Name of Aviation Projects

Pune Greenfield Airport Project
Pune (Chakan) International Airport Project
Aurangabad Airport New Terminal Building Project
Pune Airport Upgradation Project
Shirdi Airport Project
Capacity
Units
2400
Hectares
Cost (Rs.
Crore)
4000
1600
100
75
8
5783
Status
Announcement
Announcement
20.
A cumulative infrastructure development index was
obtained after standardizing the above-mentioned indicators.
Figure 22 shows the infrastructure development index.
Thane, Raigad, Pune, Nashik are the most developed
districts in terms of infrastructure. Of these too, Raigarh with
3.6
District Development Status
21.
After combining the three indicators of demography,
economy and infrastructure, a cumulative development index
for the districts has been obtained. Figure 23 shows the
development potential index for the search zone. Two distinct
patterns are visible:
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the presence of Jawaharlal Nehru Port and other ports is the

most developed district.
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3.5
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Appendix 2-1
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FINAL REPORT
Higher development potential in districts close to coast

and MMR. The potential for development shows a
declining trend from west to the east.
Higher development potential along major transport

network such as in Nashik and Solapur.
(c) Physiographic situation also an influencing factor on
development.
(b)
Figure 22: Infrastructure Development Index

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Appendix 2-1
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Figure 23: District Development Index in Search Zone
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Appendix 2-1
4
SEARCH ZONE- TALUKA

DEVELOPMENT PROFILE
22.
A profile at the taluka level has been attempted in
order to have a micro level picture of the development
potential. The aspects chosen are similar to that considered
for the district profile viz., demography and social
development, economy and infrastructure development.
4.1
Demographic
Development
and
Social
23.
The parameters considered for building indices for
Demographic and Social development include population
growth rate, population density, growth of urban population
and literacy levels.
(a)
Population Growth Rate
24.
As already discussed in the previous sections, 54%
of the population resides in the search zone. Substantial
variations can be seen in the population growth rates (Table
11). Around 30 talukas have a population growth rate higher
than 5% annually. These talukas include Vasai, Thane,
Bhiwandi, Panvel, Jalgaon. Nashik, Mahabaleshwar, Dhule,
Malegaon, Nagar, Mawal, Miraj, Bhusawal, Aurangabad,
Kalamb Talukas recorded 7-9 % of AAGR. Industrial
prosperity due to locational advantages has been the major
growth impetus in these talukas. Besides, most of these
talukas are administrative head quarters.
(b)
Population density
26.
According to the census 2001 the average
population density of Search zone was 175 persons/sq.km.
The population density varies widely across the talukas of
the search zone. The talukas, which are nearer to the
Mumbai and northern part of the search zone recorded
(Figure 24) the highest population density. The highest
density is observed in Pune taluka which is 18465
persons/sq.km followed by thane taluka 8782 perons/sq. km,
Kalyan taluka 6271 persons/sq.km, Ulhasnagar talukas 2046
persons/sq.km. Table 12 gives the population density ranges
of the Talukas.
Table 12: Population Density-2001
Population Density
(persons/Sq.km)
Up to 200
200-400
400-600
600-800
800-1500
1500-2000
2000-Above
Number of Talukas
77
68
13
5
5
2
4
Source: Data Source from Census of India 2001, LASA analysis
Table 11: Annual Average Growth Rate of Population

(1991-2001)
Population Growth rate
(AAGR %)
Up to 0
0-3
3-5
5-7
7-9
9-Above
Number of Talukas
44
55
45
14
11
5
25.
Vasai recoreded the highest average annual growth
rate which is 14% followed by thane, Bhiwandi, Panvel,
Jalgaon. Most of these high recorded AAGR talukas (except
jalgaon) are having locational advantage and high
employment opportunities because of industrial prosperity of
the region. Similarly, Most of These talukas are
administrative head quarters with industrial potential areas.
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Appendix 2-1
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Figure 24: Population Density by Taluka, 2001
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Figure 25: Urbanization levels in Talukas

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Appendix 2-1
(c)
Vikraghad, Jawhar, Triambakeshwar from thane district,

Surgana taluka from Nashik, Nawapur, Talode, Akkalkuwa,
Akrani talukas from Nandurbar district show low literacy
levels.
Urbanisation and Settlement Pattern
27.
Of the 271 urban centers in the search zone, 5
urban centers are million plus (Figure 25 and Table 14).
43% of urban population resides in these cities. 40% of
urban population are concentrated in the Class I cities. A
detailed assessment of settlement pattern has been done in
the subsequent sections of this chapter.
(d)
Table 13: Literacy Levels (%), 2001

% Literacy
30-45
45-55
55-65
65 <
Literacy Levels
28.
The pattern of literacy rates does not indicate any
particular geographical homogeneity. While talukas in and
around the Mumbai Metropolitan Region record higher
literacy rates primarily due to (a) improved education
facilities; and (b) concentration of skilled and technical
manpower, the literacy rates are also high in some talukas of
Satara, Bid and Sangli. However, some parallels can be
seen in settlement location and better literacy levels. Talukas
along the National Highway show higher literacy rate (Figure
26). Kalyan taluka recorded the highest literacy level of 79%
followed by Thane and Pune. Around 25% talukas (44 in
number) have literacy level above 65%. Talukas like
No of Talukas
10
21
99
44
(e)
Demographic and Social Development Index
29.
The overall development index for demography and
social development shows a high potential in talukas close to
the western coast and the Mumbai Metropolitan Region
(Figure 27). These are the talukas located along the National
Highway or the State Highway and those characterized by
local development conditions such as a) tourist locations, b)
local government efforts, etc.
Table 14: Urban Centres-Search Zone
Urban Centres
% of urban
population
Million
Plus
5
43.39
Class I
Class II
Class III
Class IV
Class V
Class VI
Total
23
26
67
61
33
271
40.54
5.86
6.64
2.76
0.76
0.05
100
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Figure 26: Literacy levels in Talukas
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Appendix 2-1
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Figure 27: Demographic and Social development indices
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Appendix 2-1
4.2

Profile
30.
To assess the economic base of the search zone,
four parameters are considered for analysis purpose, which
are viz., (a) main workers; and (b) workers in other services,
(c) land values, (d) location of industrial estates and SEZs,
and (e) Industrial investment and other infrastructure
investments.
(a)
Main workers
31.
High proportion of main workers is usually found in
two areas viz., urban areas with large scale industrial activity
giving rise to employment and thereby migration, and areas
of dominant agricultural activities. Figure 28 and Table 15
show the main worker proportion in the talukas.
real estate developments are directly related to urbanization

levels and industrial activities. Pune taluka has recorded the
highest land value that is around Rs. 182000 per sq.m.
Thane taluka has recorded the second highest in land value
of Rs. 125000 per sq.m. This is due to industrial
development and increasing demand of IT/ITES services and
Biotechnology sector. Many multi national firms are
establishing their offices in and around the Pune. Apart from
these, talukas like Vasai, Kalyan, Panvel, Velhe, Haveli,
Jalgon show land values above Rs. 50000 per sq.m. Table
17 and Figure 30 give the number of talukas under different
ranges of land values.
Table 17: Land Values of Talukas-2008
Land Price (Rs/Sq.m)
1000-3000
3000-7000
7000-10000
10000-15000
15000-25000
25000-35000
35000-50000
50000-65000
65000-Above
Total
Table 15: Main workers (%) 2001

% of Main workers
54-65
65-75
75-85
85-90
90-Above
Total
Number of Talukas
6
22
76
60
10
174
Number of Talukas
46
29
11
18
45
16
1
5
3
174
Source: Compiled from Census of India 2001.
Source: Stamp and Registration department, Mumbai
(b)
d)
Workers in Service Sector
32.
Urbanized talukas such as Thane, Kalyan,
Ulhasnagar, Pune have a large proportion of worker as other
workers (comprising secondary and tertiary sector workers).
Due to the industrial development along the highways,
talukas which are falling on highways (NH-4, NH-17, NH-50
and NH-3) have also recorded a higher proportion of workers
in other services (Figure 29). Table 16 explains the
workforce in other service sector.
Table 16: Workers in Other Services (%), 2001
% of Workers in Other
Services
0-20
20-40
40-60
60-80
80-90
90-100
Total
Number of Talukas
80
62
15
8
5
4
174
c)
Land Values (Govt. rates)
1.
A detailed mapping of land values was done based
on data obtained from the Stamp and Registration
department, Government of Maharashtra. Land values and
2.
The major manufacturing industries located in
Maharashtra include refined petroleum products, other
chemical products, basic chemicals, manufacturing including
jewellery, musical instruments, sports goods, games & toys
etc., spinning, weaving and finishing of textiles, other food
products, sugar, cocoa, chocolates, noodles etc., basic iron
& steel and motor vehicles. The principal industrial zone in
Maharashtra is the Mumbai-Thane-Pune belt which includes
Thane, Ulhas nagar, Ambarnath, Panvel, Uran, Khalap,
Mawal, Haveli, and Pune talukas. Almost 60 per cent of the
State's output comes from these talukas.
3.
The
Maharashtra
Industrial
Development
Corporation (MIDC), a State Government agency oversees
industrial development in Maharashtra. The objective of the
MIDC is to develop undeveloped parts of state by providing
infrastructure facilities and creating industrial environment by
setting up industrial areas. The MIDC has established
industrial areas including five star industries, major industrial
areas, mini industrial areas, and growth centers. Apart from
this, there are MIDC developed specialized economic zones
that include Chemical zones, Floriculture Park, Textile parks,
Food Park, SEZs, and Wine parks. All the specialized
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FINAL REPORT
economic zones and their locations are explained in detail in

the subsequent sections.
e)
Industrial Estates
Appendix 2-1
search zone. Apart from these five star industrial areas there
are 47 major industrial areas, 16 mini industrial areas and 18
growth centers within the search zone.
There are 81 industrial estates developed by MIDC in the

search zone (Figure 31). There are seven 5 star industrial
estates developed by MIDC, of which three are located in the
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Figure 28: Main workers by Taluka (%), 2001
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Figure 29: Workers in Other Services (%), 2001
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Appendix 2-1
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Figure 30: Land Values of Talukas-2008
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Appendix 2-1
FINAL REPORT
Figure 31: Distribution of Industrial Estates-2008
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FINAL REPORT
Appendix 2-1
4.3
Specialized
by MIDC
Parks
Developed
33.
The specialized parks promoted by the MIDC
include floriculture, textile, food and wine parks. Table 18
gives the location and area of each of these parks. All these
parks are equipped state of art technology and infrastructure
facilities.
Area (hectare)
No of Plots
648
507
72
Not Available
200
Not Available
Area (hectare)
Not Available
No of Plots
Not Available
151.36
53.70
97
98
Source: Maharashtra Industrial Development Corporation
4.4
Special Economic Zones
34.
As discussed earlier, a total of 132 SEZs are under
various stages of approvals in the Search Zone. This includs
77 formally approved, 32 in-principle approved, and 23
notified SEZs as on May 2008. The total area covered under
all the above mentioned three categpries of SEZs includes
37642 ha. Pune taluka has the largest number of SEZs
followed by Thane (Table 19 and Figure 32).
Table 18: Specialized Parks-2008

Name of Parks
Textile Park
Nardhana
Ambernath
Floriculture Park
Talegaon
Food Park
Name of Parks
Alkud-Mani raji
Wine Park
Vinchur
Palus
Table 19: Special Economic Zones-Search Zone, 2008

Name of Tehsil
Pune
Thane
Mumbai
Solapur
Khalapur
Wada
Murud
Panvel
Ambernath
Ratnagiri
Usar
Haveli
Mulshi
Raigad
Khed
Nasik
Igatpuri
Vasai
Navi Mumbai
Bhiwandi
Roha
Maval
Khandala
Alibaug
Satara
Jalna
Aurangabad
Yedshi
Total
Formal Approved
No of SEZs
Area (ha)
17
643.21
9
309.9
6
423.3
1
54.22
5
289.18
2
262.34
1
100
5
183.7
1
16.5
1
200
1
103
4
64.75
2
20.55
1
400
1
10
1
1023.43
1
12.23
1
50
9
1702.57
1
7
40.33
552.77
77
6461.98
Principle Approved
No of SEZs
Area (ha)
5
3217.8
5
5005.59
2
6000
Notified
No of SEZs
Area (ha)
10
466.18
2
32.41
3
287.67
100
2168
38.28
101.2
1
2
18
22.35
6471
100
1244.32
1
1
2
1
1
1
162
100
2109.09
200
50
103.29
2
1
32
2865
100
28852.97
218.39
23
2327.6
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Source: Compiled data collected from Ministry of Commerce, Government of India.
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FINAL REPORT
Investment in Industrial estates
35.
A total investment of Rs.1916662 Lakhs, with an
annual turn over of Rs. 3058123 lakhs has been proposed
for the industrial estates. The aim is to generate a direct
employment for about 10-lakh workers. The major
investments are in five star industrial estates followed by the
other major industrial estates. Mhasla industrial estate,
solapur taluka is proposed to have the maximum investment

followed by Karmala and Karad. Table 3-20 gives the
number of talukas in each investment range. 125 talukas out
of 174 do not have any investments proposed. Investments
in the industrial estates have been primarily on the five star
industrial estates that can promise maximum returns and in
the backward talukas to promote development (Figure 32).
Figure 32: Talukas having SEZs

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Appendix 2-1
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Figure 33: Industrial Investments in Talukas-2008
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Appendix 2-1
Table 20: Industrial investment in Talukas-2008

Investment in Industrial estates (Rs Lakhs)
No of Talukas
125
1-1000
17
1000-10000
10
10000-30000
30000-50000
50000-75000
75000-1 lakh
1 lakh above
Total
174
Source: Maharashtra Industrial Development Corporation
a)
Economic Development Index
36.
In terms of economic development, there are lots of
variations amongst the talukas. The talukas which are near
to Mumbai and along National Highways are characterized
by a vibrant economic base. The search zone economy is
characterized by diversified industries that include
Engineering, Electronics Hardware, Automobiles and Auto
Components,
Consumer
Durables,
Chemicals,
Petrochemicals, Pharmaceuticals, Textiles, Information
Technology, and Biotechnology. The parameters considered
for constructing for Economic indices include main workers,
workers in service sector, industrial development including
development of SEZs and other specialized industrial
activities, Industrial investments, and real estate scenario
through assessment of land values.
37.
Pune taluka shows the largest potential for
economic development Thane, Aurangabad, Mawal, Nashik,
Hawali, Bhiwandi and Walwa. The chief characteristic pattern
that has determined the economic development potential in
talukas of the search zone are a) location along the national
and state highways, b) advantanges of agglomeration
economies due to location close to the Mumbai Metropolitan
Region (MMR) (Figure 34).
4.6
a)
Access to Basic Amenities
39.
More than half the talukas provide piped water
supply to only 50% of their population. Exceptions include
Ulhasnagar, Thane and Kalyan talukas wherein more than
95% population are covered by piped water supply. Talukas
with very low coverage include Akraini (Nadurbar district),
Peint (Nashik district) and TaLASAri (Thane district). The
percentage of population having access to toilets is low in the
talukas with 91 talukas having less than 20% population
connected to toilet facility (Table 21). Thane, Kalyan,
Ulhasnagar, Vasai, talukas in Thane district has the largest
proportion of population covered under sanitation facility.
59% of talukas have less than 50% coverage of population
by drainage system. Thane, Klayan, Ulhasnagar talukas
have more than 90 % of drainage coverage followed by
Aurangabad and Jalgaon talukas with 85% population
covered by drainage system.(Figure 35, 36 and 37)
Table 21: Accessibility of Basic Amenities (Number of
Talukas)- 2001
% Accessibility levels
Water
Toilet
Drainage
0 - 20
91
21
20 - 30
47
31
30 - 40
25
17
31
40 - 50
39
20
50 - 60
31
34
60 - 70
23
12
70 - 80
17
15
80 - 90
17
90 - 100
Total
174
174
174
Source: Census of India, Houses and Household Amenities, 2001
Status
38.
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Figure 35: Access to Piped Water Supply-2001

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Figure 36: Access to Toilet facility-2001
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Figure 37: Coverage of Drainage-2001

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Appendix 2-1
Taluka
Table 22: Talukas Connected with Road Network

Accessibility
Number of Talukas
NH & SH
71
MSH
48
SH
97
Railways
84
Port
12
Airport
11
Source: Public Works Department
41.
Considering the hinterland influence of JNPT, the
distance from JNPT to respective taluka head quarters have
been studied. 17 talukas are located at less than 100 km
from JNPT. Table 23 indicates the number of talukas and
their distances from JNPT
Table 23: Distance from JNPT to Taluka Head quarter
Distance from JNPT(approx)
<50
Number of Talukas
8
50 - 100
100 - 200
34
>200
123
Total
174
Source: LASA analysis
(c)
Investment in Infrastructure Development
Ports
42.
As on 25 January 2008, the total proposed
investment in the port sector was around Rs. 17706 Crores
in the search zone. As per CMIE, a large proportion of
investments have been allocated for development of the
minor ports. Table 24 gives the investments in the port
sector.
Table 24: Investment in Port Sector-2008
Taluka
Thane/
Raigarh
Location
Investment
(Rs. Crores)
Navi Mumbai
3500
Status
Announcement
Alibag
Rewas
1950
Shrivardhan
Dighi
1200
Palghar
Palghar
750
Dapoli
Usgaon
600
Ratnagiri
Jaigad
480
Announcement
Ratnagiri
Ratnagiri
335
Announcement
Uran
Uran
6510
Uran
JNPT
800
Mumbai
1581
Announcement/Implem
entation
Total
Announcement
17706
Source: CMIE Monthly journal, January 2008
Roads
43.
As on 25 January 2008, the total investment in the
road sector for the search zone was Rs. 4179 crores. The
major projects include Mumbai-Mahad expressway and
Panvel-Sion expressway. Table 25 gives the length of the
stretch, investment and status of the projects.
Table 25: Investment in Road Sector-2008
Name of the
project
Mumbai-Mahad
Expressway
Mumbai-Nashik
Highway
Panvel-Sion
Expressway
Mumbai-Pune
Extension
Vadape- Gonde
Highway NH-3
Pimpalgaon-Dhule
Highway NH-3
Pune City
Integrated Road
Development
Bhiwandi-KalyanShil Phata Highway
Total
Length
(Kms)
Investment
(Rs. Crores)
Status
114.75
1100
Announcement
275
275
Under
Implementation
NA
750
Announcement
128
700
Announcement
100
579
118
556
NA
NA
NA
219
219
Under
Implementation
954.75
4179
Under
Implementation
Under
Implementation
Aviation
44.
The investment as on January 2008 in the aviation
sector for search zone is proposed to be Rs. 23183 Crores.
A major portion of investment goes to Navi Mumbai
International Aiport. As per the data available, Navi Mumbai
airport will be operational by 2012. Auragngabad and Shiridi
are other two minor airport investments in the search
zone.(Table 26)
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40.
8 National Highways pass through the search zone.
These include NH-3,NH-6,NH-211,NH-4,NH-8,NH-9, NH-7,
and NH-204. Apart from this, 7 major state highways pass
through the search zone. Table 22 shows the number of
talukas connected with the different hierarchy of roads.
Investment
(Rs. Crores)
Location
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Appendix 2-1
Table 26: Investment in Aviation-2008

Name of the Project
Navi Mumbai International Airport
Mumbai Airport Modernization
Pune Greenfield Airport Project
Pune(Chakan) International Airport Project
Pune Airport Upgradation Project
Shiridi Airport
Total
Investment (Rs. Crores)

10000
7500
4000
1600
75
8
23183
Status
Announcement
Announcement
Announcement
Announcement
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Figure 39: Cumulative Development Index for Talukas

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Appendix 2-1
(d)
Infrastructure Development Index
45.
The overall development index for infrastructure
shows that Thane, Kalyan, Alibag talukas have better
infrastructure facilities followed by Palghar, Vasai, Bhiwandi,
Ulhasnagar, Ambarnath, Uran, Panvel, Murud, Nashik, Pune
Mawal, Haveli, Jalgaon Talukas (Figure 39).
4.7
Development Status of Talukas
46.
The overall development index for the talukas has
been estimated after combining the indicators of
demographic and social development, economy and physical
infrastructure status. Pune and Thane Talukas are identified
as the front runner followed by Aurangabad, Kalyan, Nashik,
Bhiwandi, Haveli ,Panvel (41).
5
SEARCH ZONESETTLEMENT ANALYSIS
5.1
Urbanisation
Pattern
and
Settlement
47.
As already discussed in the previous sections, a
total of 271 urban centers are present in the search zone.
There are five million plus cities viz., Pune, Thane, KalyanDombivali, Nashik, Pimpri and Chinchawad with a total
population 6.8 Million (Table 27).
5.2
Demography
Development
(a)
Population Growth Rate
Population (million)
2.5
1.2
1.1
1
1
6.8
Social
49.
Urban centers in the search zone have been
experiencing rapid population growth rate in the past decade.
The total urban population has grown from 10 Million in 1991
to 16 Million at an AAGR of 5%. Rapid industrialization,
better infrastructure facilities and increase in migrant
population are main reasons for population growth in these
towns.
50.
Substantial variations in growth rate among million
cities, class I and class II towns can be seen in Table 28.
Four of the five million cities have population growth rate
higher than 4%. Pimpri Chinchwad has a growth rate higher
than 6% annually. However, in the case of both Class I and
Class II urban centers, maximum number of urban centers
have less than 3% annual growth rate. This implies that the
larger cities in the region are more attractive. However, there
are exception within the Class I and Class II towns as well.
These include towns like Navghar-Manikpur and Palghar.
Figure 40 shows the growth rate of urban settlements in the
search zone.
Table 28: Average Annual Growth Rate of Urban
Settlements, Maharashtra 91-01
AAGR
Table 27: Population of million plus cities, Maharashtra

2001
City
Pune
Thane
Kalyan-Dombivali
Nashik
Pimpri Chinchwad
Total
and
0-3
4-5
6-7
8-9
10 - 12
13 Above
Total
Million
Plus
1
3
1
0
0
0
5
Class I
Class II
10
4
2
2
2
1
21
24
0
1
0
0
1
26
Source: Census of India- 2001, LASA analysis
(b)
48.
An attempt has been made to understand the
characteristics of settlements in the search zone. An
understanding of the influencing characteristics of settlement
development would be the first step to formulate relevant and
practical regional development strategy.
51.
The Population density of towns on an average is
8843 persons/sq. km in the search zone as per 2001 census.
Substantial variation can be seen in population density
amongst the urban settlements. In most of the towns, the
population density is between 1000-5000 persons/sq. km.
The highest density is observed in Malegaon Town 31,614
persons/sq. km followed by Nalasopara 22,782 persons/sq.
km and Bhiwandi 22,671 persons/sq km (Figure 41). Urban
centres in Thane district also have high population density.
While Deolali in Nashik district has the lowest population
density of 955-persons/sq. km.
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Figure 40: Population Growth Rate of Urban Centres in Search Zone (1991 2001)
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Figure 41: Population Density of Urban Centres in Search Zone, 2001
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Appendix 2-1
(c)
Literacy Rate
Table 29: Urban Settlement Literacy Rate-2001.
52.
Urban settlements in search zone are marked with
high literacy rate. 83% of the towns in search zone have
literacy rate higher than 70% (Table 29). Navghar-Manikpur
town in Thane district has highest literacy rate of 83% with
male literacy rate being 85% and female literacy rate being
81%. This is followed by Pune with 82% literacy rate (Figure
42). The rising levels of literacy in towns can be attributed to
increase in school enrolment levels, provision of basic
education and general improvements in the economic
condition of the settlements.
Literacy Rate (%)

65 70
70 75
75 80
80 Above
Total
Million Plus
0
2
3
0
5
Class I
4
9
7
1
21
Class II
7
14
4
1
26
(d)
Demographic and Social Development Index
53.
Navghar-Manikpur scored highest demographic
and social development index followed by Nalasopara, MiraBhayandar, Palghar, Ahmadnagar and Pune (M) (Figure 43).
Figure 42: Literacy Rate of Urban Centres in Search Zone (%)-2001

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Figure 43: Cumulative Demography Index
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Appendix 2-1
5.3

Profile
54.
Economic characteristic is an important aspect for
analysis at settlement level to arrive at the development
potential and for identifying the investment zones. Four
parameters have been considered including (a) workforce
participation rate; (b) workers in service sector; (c) industrial
development; and (d) real estate values.
(a)
Other Services Workers (%)

80 90
90 95
95 Above
Total
Million
Plus
0
3
2
5
Class I
Class II
3
6
11
20
9
6
5
26
Workforce Participation Rate
55.
The average workers participation rate in the urban
centers is 33%. High proportion of working population is due
to the presence of migrant and industrial labour. Bhiwandi
town in Thane has the highest WPR of 42%. This is followed
by Palghar, Virar, Navghar-Manikpur, Mira-Bhayandar and
Kirkee. The towns in Thane and Pune districts have higher
proportion of worker participation in comparison to other
towns (Figure 44). The location of major industrial estates
and continuous demand of workers in industrial activities are
main reason for it. Bid town has least WPR of 26 % with
economic base entirely dependent on agriculture, service
sector and small-scale business. It is listed among most
backward region in Maharashtra. Its economic backwardness
is attributed to the lack of natural resources, frequent
droughts, and lacks good transport facilities.(Table 30)
Table 30: Workforce Participation Rate-2001
WPR (%)
26 30
30 34
34 38
38 40
40 44
Total
Million Plus
0
4
1
0
0
5
Class I
8
5
7
0
1
21
Class II
9
10
7
0
0
26
(b)
Other Services Workers
56.
A large number of towns in the search zone have a
significant proportion of workers engaged in service sector.
The proportion is as high as above 80% in several towns
(Table 31). Navghar-Manikpur has 98% of workers in service
sector, which is the highest amongst the urban centers
followed by Mira-Bhayandar, Navi Mumbai, Lonavala, Pune,
Kirkee Panvel (Figure 45). The proportion of Class II towns
having higher proportion of workers is comparatively low.
Table 31: Urban Settlements- Percentage of Other
Workers, 2001
Other Services Workers (%)
40 70
70 80
Million
Plus
0
0
Class I
Class II
0
1
4
2
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Figure 44: Workforce Participation Rate in Urban Settlements in Search Zone, 2001
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Figure 45: Workers in Other Services in Urban Centres in Search Zone (%)-2001
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FINAL REPORT
(c)
Land Values
57.
As is seen from Table 31, the million plus cities
have a higher retail prices as compared to the Class I and II
towns. Satara, town recorded the highest land value followed
by Sangamner, Pune, Navi Mumbai, Pimpri Chinchwad,
Appendix 2-1
Thane. Towns from thane and Pune districts recorded the

highest land values due to industrial development and
increasing demand of IT/ITES services and Biotechnology
sector, and existing located SEZs, industrial estates. Figure
46 shows the land value of urban settlements.
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Figure 46: Land Value in Urban Centres in Search Zone, 2008
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Appendix 2-1
Table 32: Land Values-2008

Real Estate Prices (Sq. mt.)
10,000 - 20,000
20,000 - 30,000
30,000 - 40,000
40,000 - 60,000
60,000 - 80,000
80,000 - 1,40,000
1,40,000 Above
Total
Million
Plus
0
0
0
1
1
2
1
5
District
Name
Class I
Class II
0
8
7
3
1
1
1
21
7
9
7
1
0
1
1
26
Satara
Osmanbad
Town Name
Phaltan
Satara
Osmanabad
Specialization
Engineering
Engineering Sectors
Leather Industries
Source: MIDC, 2008
Source: Stamp and Registration Department, Government of Maharashtra,

2008,
(e)
Special Economic Zone

58.
There are 15 towns in the search zone that have
SEZs located within. Table 33 gives the location and
specialization for each of the SEZs. Pune and Aurangabad
come across as cities for multi product specialization SEZs.
Figure 47 shows the location of SEZs.
Table 33: SEZs- Location and Specialization-2008
District
Name
Thane
Nashik
Town Name
Thane
Navi Mumbai
Bhiwandi
Nashik
Lonavala
Pimpri Chinchwad
Pune (CB)
Pune
Pune (M)
Raigarh
Aurangabad
Panvel
Navi Mumbai
(Panvel, Raigarh)
(CT)
Khopoli
Aurangabad
Specialization
IT / ITES
Multi Products
Textile and Garment sector
Multi Services
Multi Product
Multi Services
Automotive & Auto Component
Industry
IT / ITES
Pharmaceuticals &
Biotechnology
IT / ITES
Electronics Hardware and
Softwares
Multi Product
Engineering
Integrated Steel SEZ
Aluminium and aluminiuim
related industries.
Engineering Sector
Multi Products
Gems and Jewellery
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Appendix 2-1
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Figure 47: Location of SEZ s and Industrial Estates in Search Zone, 2008
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Appendix 2-1
Industrial Estates
5.4
59.
About 29 towns have major or minor Industrial
estates in the search zone. A large number of industrial
estates are located in Thane, Pune and Jalgaon districts
(Table 34). Apart from these industrial estates, Government
of Maharashtra has identified 38 growth centers in the state
of which 3 are located in the search zone. These are
Shrirampur in Ahmadnagar district, Chopda in Jalgaon
district and Karad in Satara district. Figure 47 shows the
location of industrial estates.
61.
Table 34: Industrial Estates-2008

District
Thane
Nashik
Ahmadnagar
Pune
Dhule
Jalgaon
Aurangabad
Satara
Ratnagiri
Sangli
Solapur
Bid
Osmanbad
Jalna
Location of Major/Minor Industrial

estates
Mira-Bhayandar
Thane
Bhiwandi
Kalyan-Dombivli
Ambarnath
Badlapur
Malegaon
Nashik
Shrirampur
Ahmadnagar
Pimpri Chinchwad
Pune
Baramati
Dhule
Chopda
Bhusawal
Jalgaon
Chalisgaon
Aurangabad
Satara
Karad
Ratnagiri
Uran Islampur
Sangli-Miraj Kupwad
Solapur
Bid
Parli
Osmanabad
Jalna
(a)
Infrastructure Status
Access to Basic Amenities
62.
Majority of the towns cover 90% of their population
with piped water supply (Table 35). Only Pune boasts of
100% coverage of population with water supply. Other towns
with 99% coverage of population by water supply include
Lonavala, Kirkee, Shirpur-Warwade, Phaltan, Karad. The
proportion of coverage of population is lower in the case of
Class I and II towns (Figure 49).
Source: MIDC, 2008
f)
Economic Development Index
60.
Pune and Bhiwandi have the highest potential in
terms of economic development. These two urban centers
are followed by Satara, Thane, Panvel, Nashik, and Karad.
Figure 48 shows the economic development potential index
of the urban centers in the search zone.
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Figure 48: Cumulative Economy Index
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Appendix 2-1
Table 35: Water supply coverage in settlements

Water Supply (% HH)
60 70
70 80
80 90
90 95
95 Above
Total
Million Plus
0
0
0
4
1
5
Class I
1
1
4
8
7
21
Class II
0
1
8
5
12
26
63.
As a whole, settlements in the search zone have
recorded low access to sanitation facilities. 46 % of the urban
centres have less than 60 % of population covered with
sanitation facility (Table 36). Navghar-Manikpur recorded the
higest coverage in terms of sanitation followed by
Nalasopara, Aurangabadm, Pune, Mira-Bhayandar, Panvel.
Malgaon recorded the lowest coverage followed by Bhiwandi.
Table 36: Access to Sanitation (%)-2001
Toilet (% HH)
25 50
50 60
60 70
70 80
80 90
90 - 100
Million Plus
0
0
4
1
0
0
Class I
7
10
2
1
1
0
Class II
3
4
10
4
4
1
Figure 50: Access to Sanitation in Urban Centres (%)2001

64.
17 urban centers of the total have more than 90%
population covered by drainage network (Figure 51). Kirkee
recorded the highest coverage i.e 98% followed the Kalyan,
Thane, Pune, Navghar-Manikpur, Mira-Bhayandar, Navi
Mumbai, Bhiwandi with more than 94%. Palghar and Barshi
urban centres have recorded the lowest coverage with 63 %.
(b)
Accessibility and Connectivity
65.
An assessment of the transport connectivity of the
urban centers to rail, road, ports and airports (Table
37).Million plus cities have better connectivity status with
major transport infrastructure. Also, distance from JNPT has
been assessed for the urban centers. 3 of the million plus
cities are within 100 kms to JNPT (Table 38). A large number
of urban centers (27) are located farther than 200 kms from
the port.
Table 37: Road connectivity to urban settlements
Transport Connectivity
Figure 49: Access to Piped Water Supply in Urban

Centres (%)-2001
National Highway
Major District Roads
Railway
Port
Airport
Million Plus
Class I
Class II
5
4
5
2
3
13
13
15
3
4
9
21
23
2
4
Source: Compiled
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Table 38: Distance from JnPT to Taluka Head quarter

Distance from JNPT(approx)
<50
50 100
100 200
>200
Total
Million
Plus
2
1
2
0
5
Class I and II Centres

12
3
5
27
52
Source: Compiled
(c)
Infrastructure Development Index
66.
The infrastructure facilities are the most developed
in Thane followed by Kalyan-Dombivli, Pune, Aurangabad
Appendix 2-1
Nashik, Navi Mumbai, Panvel and Ratnagiri (Figure 52).

Dhule scored the town with least infrastructure facilities
followed by Chopda, Ambejogai, Shrirampur, Barshi,
Kopargaon, Malegaon, and Jalna.
(d)
Settlement Development Status
67.
An overall analysis of the major indicators such as
demographic and social development, economic
development and infrastructure development has thrown light
on urban centers that have the maximum development
potential. Appendix 3.3 (d) gives the development indices.
These urban centers include Nashik, Navghar Manikpur,
Aurangabad, Navimumbai, and Bhiwandi (Figure-53).
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Figure 51: Drainage Coverage in Urban Centres in Search Zone (%)-2001
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Appendix 2-1
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Figure 53: Settlement Development Index
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Appendix 2-1
TRANSPORT
CHARACTERISTICS
6.1
Road network
68.
The road infrastructure development works in the
State are carried out by Public Works Department (PWD) of
the State Government, Zilla Parishads (ZPs), Municipal
Corporations, Municipal Councils, Maharashtra State Road
Development Corporation (MSRDC), Forest Department,
Maharashtra Industrial Development Corporation (MIDC),
City and Industrial Development Corporation (CIDCO),
(MMRDA), etc. The maintenance and upkeep of the road
network is important for smooth operation of transport
system. It is essential to keep pace in the expansion of road
network with the traffic growth so as to avoid heavy
congestions and ensure road safety.
69.
The total road length maintained together by PWD
and ZPs (excluding internal road length of local bodies) at
the end of March, 2007 was 2.34 lakh km. Out of this, 1.9%
(4,367) was National Highways, 14.40% (33,675 km) was
State Highways, 21.0% (49,147 km) was Major District
Roads, 19.5% (45,674 km) was Other District Roads, and the
rest was 43.1% (1,00,801 km) village roads. In addition, road
length maintained by Forest Department, MIDC, CIDCO and
Municipal Corporations by end of March, 2007 was 11,412,
2,514, 438 and 16, 288 kms respectively (total 30,652 km).
The increase in road length compared to the year 2006 was
567 km, which is around 0.97%.
70.
At the end of March, 2007, the road length per 100
sq.km of geographical area in the state was 87 km. as
against the national average of 75 km. In terms of road
connectivity in the rural areas, about 96 per cent villages are
connected by all weather roads, while 3% were connected by
fair-weather roads. Remaining 425 (about one per cent)
villages were not connected by all-weather or fair-weather
roads. The proportion of surfaced (2,08,571 km) and unsurfaced (25,093 km) road length to the total road length was
89.3 per cent and 10.7 per cent respectively.
71.
The total number of motor vehicles on road in the
Maharashtra state as on 1st January, 2008 was 130.3 lakh
(i.e. 12,092 vehicles per lakh population), showing an
increase of 9.98 per cent over the previous year.
72.
Road network in Maharashtra state and search
zone is presented in Table 39. It is evident that nearly 59%
of NH length, 31% of MSH length and 40% of SH length in
Maharashtra state is covered in search zone.
Table 39: Road Network (kms) of Search Zone within

Maharashtra State
Area
Maharashtra State
Search Zone
% share of Search Zone
6.2
NH
4367
2569
59
MSH
4599
1446
31
SH
33675
13394
40
Traffic Volume on road network

- 2008
73.
For assessment of traffic operating conditions on
the roads, the basic data required is traffic volume, no. of
lanes, capacity values, etc. Traffic volume on the major road
corridors/ links of the state for the base year i.e. 2008 has
been estimated using the secondary studies and the details
are described in the following sections.
74.
Traffic estimates on the road network identified in
the search zone has been carried out using the traffic data
reported/ published in the following studies.
(a) Maharashtra State Road Project II: Strategic Option

Study (SOS), 1996, Public Works Department,
(b) Study on Identification of High Density Secondary Road
Corridors, 1997, Public Works Department, Government
of Maharashtra
(c) DPR for 4/6 Laning of Vadape-Gonde Section of NH 3
from Km 539/500 to Km 440/000, NHAI, 2002
(d) Traffic Studies & Financial Modelling for DhulePimpalgaon Section of NH 3, NHAI, 2005
(e) Feasibility study for 6 laning of Pune Satara section of
NH-4, NHAI, 2008
(f) Feasibility Study for 6 Laning of Surat - Dahisar Section
of NH-8, NHAI, 2007
(g) Traffic Review Study for Improvement of Shil-KalyanBhiwandi Road, MSRDC, 2005
(h) Comprehensive Transportation
MMRDA, 2005-2008
Study
for
MMR,
(i) Traffic Studies for MISEZ, 2007

(j) Pune Urban Infrastructure Project, MSRDC, 2003
(k) Master Plan for Nashik, Nashik Municipal Corporation,
2006
(l) DPR for Nanded City Roads under JNNURM, Nanded
Municipal Corporation, 2006
(m) Kolhapur Integrated Road Development Project,
MSRDC & Kolhapur Municipal Corporation, 2003
(n) 20 ROBs Feasibility Study, MSRDC, 2004
A-65
FINAL REPORT
77.
The 35 study corridors have been divided in to 97
road links, with major urban centres, carriageway, road
condition and traffic level as criteria to achieve nearhomogeneity among link characteristics. The traffic volume
was conducted at 101 locations and origin-destination
surveys at 23 locations to appreciate the traffic intensity and
desire pattern. The road inventory, road condition, traffic
speed and strip mapping surveys were conducted on entire
4,000 km corridor length.
78.
Salient findings and recommendations of the study
are as follows:
(a) 90% of the road length was below two-lane configuration

without paved shoulders which would mean about 3,600
kms of road length was economic capacity less than
12,000 PCUs/day;
(b) About 40% of corridor length was observed to be poor or
bad and about 50% was observed to be fair/ satisfactory
in terms of condition;
(c) Traffic volume analysis indicate that, about 25% of
corridor length has been experiencing more than 10,000
PCUs/day and about 50% of the corridor length
experiencing volumes in the range of 5,000-10,000
PCUs/day;
(d) Traffic composition analysis indicates that, commercial
vehicles were observed to be in the range of 28-93%
with a median value of about 67%. The share of
passenger vehicle traffic was observed to be in the
range of 5-30% and slow moving traffic share being
about 14%;
(e) The observed traffic movement pattern indicate that,
about 48% of passenger and more than 70% of goods
traffic have lead length of more than 50 km;
(f) About 65% of the study corridor length was observed to
be experiencing journey speeds of around 35-45 kmph.
(i) The emerged proritised study corridors extend over a

length of 1971 km. The distribution of prioritized
corridors by planning regions reveal that, in Vidharbha
region about 572 km, in Marathawada region about 769
km, and in the rest of Maharashtra about 630 km of
corridors were identified as part of the road development
package.
b) Study on Identification of High Density Secondary
Road Corridors, 1997, Public Works Department,
79.
The GOM, PWD appreciating the emerging growth
scenario of the state and realizing the importance of
secondary roads have initiated Maharashtra State Road
Projects and approached the World Bank for financial
assistance. Since, the financial assistance would be limited
it was difficult develop all the roads. However, the GoM,
PWD felt essential to develop secondary roads to meet
increasing travel demand on state road system. It was in this
context the GOM, PWD took initiative of Identifying high
density secondary road corridors conforming to set criteria
as part of secondary roads network planning to ultimately
evolve a prioritized development program. Salient findings
and recommendations of the study are as follows:
(a) High Density Corridors (HDCs) identified from the study

was about 14,113 km excluding National Highways.
Category wise distribution of high density secondary
road corridors is presented in Table 39;
(b) A total of 439 settlements (excluding Greater Mumbai)
were primarily identified as important nodes on the
universal network. Out of 439 settlements, 380
settlements are connected by at least one link and 59
settlements are not lying on the HDCs network. The 380
settlements contain a population of 2,16,44,000 (96.32%
of the 439 settlements, 2,24,60,400);
P
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MUMBAI ME
A-66
(h) To address the problem of proritisation of study corridors

in a scientific and comprehensive manner, a set of nine
parameters 1. Volume to Capacity ratio, 2.Commercial
vehicle density, 3. Condition index, 4. Connectivity
index, 5. Growth priority index, 6. Backwardness index,
7. Project accessibility index, 8. Traffic desire index and
9. Economic Internal rate of Return have been
developed and quantified for the study corridors.
UTH
ORIT Y
76.
Maharashtra State Road Project II: Strategic Option
Study was initiated by PWD, Government of Maharashtra in
collaboration the World Bank in 1996 to identify the
immediate needs of road development. As part of the study,
about 4,000 km of road length (35 corridors) were studied
with respect to condition and levels of utilization, thereon
proritise the corridors for subsequent feasibility studies
keeping overall development in view.
O
LI
TA
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TA
a) Maharashtra State Road Project II: Strategic

Option Study (SOS), 1996, Public Works
Department, Government of Maharashtra
(g) More than 630 km of road length have a VC (Volume to

Capacity) ratio of more than 1.5 and while about 760 km
have a VC ratio in the range of 1.0 to 1.5. These figures
indicate that, about 35% length of study corridors
experiencing VC ratio more than one.
75.
Brief discussion on the traffic data compiled is
presented in the following sections.
Appendix 2-1
LO
REGION DE VE
FINAL REPORT
Appendix 2-1
(c) State wise, the identified HDCs pass through 259

(93.8%) of the 276 talukas;
(d) The identified HDCs network pass through 241 taluka
headquarters (87.32%) of the total 276 taluka HQ in the
state (1991 census). Among the 276 taluka HQ in the
state, 174 are urban centres and the remaining 104 are
rural;
(e) The HDCs pass through 155 taluka HQ which are urban
(90.1%) and 82.7% (84 out of 104) of the taluka HQ
which are rural settlements;
(f) The HDCs as identified connect most of the existing
(1997) and proposed industrial centres in the state; and
(g) A set of11 major corridors extending over a total length
of 1,610 km, which were proposed for more detailed
studies.
Table 40: category wise Distribution of High Density
Secondary Road Corridors
District
Ahmednagar
Akola
Amravati
Aurangabad
Bhandara
Bid
Buldhana
Chandrapur
Dhule
Gadchiroli
Jalgaon
Jalna
Kolhapur
Latur
SH
691
556
188
348
500
232
327
283
226
50
478
163
270
170
MSH
85
0
314
126
0
245
0
151
192
126
88
113
119
0
MDR
38
25
25
50
28
25
0
44
0
0
0
0
19
0
ODR
0
0
0
0
0
0
0
0
0
0
0
0
0
0
District
Nagpur
Naded
Nashik
Osmanabad
Parbhani
Pune
Raigarh
Ratnagiri
Sangli
Satara
Sindhudurg
Solapur
Thane
Wardha
Yavatmal
Total
SH
527
276
691
138
430
532
487
220
364
678
75
741
389
251
546
10829
MSH
151
75
0
0
195
75
100
265
72
0
143
151
183
0
251
3220
MDR
0
0
0
0
0
110
0
0
31
0
0
0
25
38
31
499
ODR
0
0
0
0
0
0
0
0
0
0
0
0
0
0
15
15
c) Traffic Data Compiled from Other Studies

80.
(MSRDC), Public Works Department (PWD), Government of
Maharashtra, National Highway Authority of India (NHAI),
MMRDA, etc. have carried out Feasibility studies, studies on
Detailed Project Reports, etc. on some of the road corridors
in the past for improvement of road connectivity and
operational characteristics.
d) Traffic Data from PWD, Government of Maharashtra

on Major State Highway Corridors
81.
Average Daily Traffic (ADT) compiled by PWD,
Government of Maharashtra for some of the major State
Highway corridors for the year 1999 based on primary
surveys is presented in Table 41. Traffic for the Base Year
(2008) has estimated using a CAGR of 6% and the details
are presented in the Table 41.
Table 41: Important Traffic Statistics of State Highways 1999 and 2008
Sr.
No.
1
2
3
4
5
6
Highest Traffic Intensity per day of 24 hours (fast Moving Veh.

No. of
Only)
Districts
Particulars of the Count
Name of the State Highway
Covered by Posts Recording Highest
1999
2008
the State
Traffic Intensity
Commercial
Total Traffic
Total
Total Traffic
Highway
No.
(ADT)
Tonnage
(ADT)
Km.566/00 Mulund Check
Eastern Express Highway
10,263
38,170
1,87,371
64,487
2
Naka, (Mumbai District)
Km.526/800
Bandra
Western Express Highway
34,092
18,975
5,87,144
32,058
1
(Kalanagar
Junction)
(Mumbai District)
Km.12/400 khindhali (Shiv
Arnala-Mohape Road (S.H.40)
10,248
21,857
95,926
36,927
1
Mandir) Shilphata (Thane
District)
Gorai-Thane-Panvel
Road
Km.528/500 Kapurbawadi
11,380
26,031
1,31,046
43,979
2
(S.H.42)
(Thane District)
Guhagar-Chipulu-KaradKm.46/00
Kheroli
14,150
19,397
44,504
32,771
2
Jatvijapur Road (S.H.-78)
(Ratnagiri District)
Jawhar-Wada-Karjat-Kopoli
2,763
14,942
37,559
25,244
2
Km.6/200 M.G. Highscholl
A-67
FINAL REPORT
Appendix 2-1
7
8
9
10
11
12
13
14
15
Ratnagiri_Nagpur Road (M.S.H.3)

Wadgaon-Jamkhed-Beed
(S.H.55)
Pune-Shelarwadi Road (S.H.56)
Murud-Pune-Aurangabad Road
(S.H.60)
Patnus-Osmanabad-Borpul
Road (S.H.67)
Khandala-Sangli-Shirol
Road
(S.H.75)
Peth-Sangli-Vijapur
Road
(S.H.138)
Ahmednagar-PandharpurBijapur Road (S.H.141)
Burhanpur-Amravati-YavatmalChandrapur (M.S.-6)
5,264
15,864
58,968
26,802
10
2,066
5,741
20,659
9,699
1,964
5,761
24,337
9,733
1,667
5,427
22,342
9,169
1,950
7,971
39,917
13,467
5,128
15,305
57,292
25,857
4,558
17,982
47,200
30,380
1,469
5,423
31,918
9,162
1,542
3,652
21,200
6,170
16
Ratnagiri-Solapur-NandedNagpur (M.S.H.-3)
2,257
3,069
14,485
5,185
10
17
Amravati-Yavatmal-WaniGhuggus Road (M.S.H.-6)
2,463
3,210
17,375
5,423
18
Washim-Pusad-Gunj-Mahagaon
Road (M.S.H.-183)
2,524
4,330
16,973
7,315
19
Balapur-Patur Road (S.H.-198)
2,201
3,060
17,200
5,170
20
Akola-Hingoli Road (S.H.-204)
4,752
5,902
39,272
9,971
21
Ajantha-Buldhana-KhamgaonShegaon to Akola Road (S.H.30)
2,248
3,035
15,994
5,128
22
Khamgaon-Chinkhali
(S.H.-173)
3,206
3,592
20,178
6,069
3,128
3,937
21,898
6,651
3,934
10,775
38,065
18,204
2,824
7,822
28,659
13,215
2,048
9,412
25,582
15,901
5,812
9,757
48,709
16,484
23
24
25
26
27
Road
Malkapur-Wadi-Godri
Road
(S.H.-176)
Indore-Amarawati Durg Road
(M.S.H.7)
Betul-Nagpur-Pattagudam Road
(M.S.H.9)
Katol-Savner-Ramtek-Gondia
Salekasa (S.H.249)
Samudrapur-Jam-WaroraChandrapur-Rajura-Asifabad
Road (S.H.264)
82.
For the purpose of the study, the road network of
Maharashtra has been prepared based on the information
collected from PWD. The road network within the identified
DMIC search zone in Maharashtra state has been coded in
Km.61/0 Pirangut.
Km.0/0
Patas
(Pune
District)
Km.72/0 Sangli Naka
(Sangli District)
Km.199/200 Vishrambaug
(Sangli District)
Km.140/00
Tembhurni
(Solapur District)
Km.1/600
Badnera
(Amravati District)
Km.262/200
Marlegaon
Phata
in
Yavatmal
(Yavatmal District)
Km.247/200 Karanji in
Yavatmal
(Yavatmal
District)
Km.69/0 Gunj in Yavatmal
(Yavatmal District)
Km.46/600 Balapur Naka
in Akola City (Akola
District)
Km.80/200 Akola Naka in
Washim City (Washim
District)
Km.49/100
Chincholi
village
in
Buldhana
(Buldhana District)
Km.64/2 Amdapur Naka in
town
Khamgaon
(Buldhana District)
Km.0/0 Buldhana Malkapur
Naka (Buldhana District)
Km.1/0
Chandrapur
(Chandrapur District)
Km.9/800 Dighori (Nagpur
District)
Km.80/00
Gulabtola
(Bhandara District)
Km.104/0
Near
Rest
House,
Ballarshah,
terms of link numbers for analysis purposes. Traffic data

compiled for the base year 2008 as assessed from the
previous studies and explained in the above sections has
been further recompiled with respect to DMIC search zone
within Maharashtra state. These data also graphically
P
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MUMBAI ME
A-68
Km.156/200
Atigre
(Kolhapur District)
Km.2/200
Telagaon
Dabhade (Pune District)
Km.21/0 Ravet (Pune
District)
UTH
ORIT Y
Road (S.H.35)
O
LI
TA
N
EN
TA
Sr.
No.
Highest Traffic Intensity per day of 24 hours (fast Moving Veh.

No. of
Only)
Districts
1999
2008
the State
Traffic Intensity
Commercial
Total Traffic
Total
Total Traffic
Highway
No.
(ADT)
Tonnage
(ADT)
(Thane District)
LO
REGION DE VE
Appendix 2-1
FINAL REPORT
presented in Figure 54 showing the ADT values in the form
of traffic bands indicating the traffic volume to some scale.
Figure 54: ADT on Road Network within the Search Zone in Maharashtra State, 2008
A-69
FINAL REPORT
Appendix 2-1
EN
TA
O
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N
P
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MUMBAI ME
A-70
UTH
ORIT Y
Figure 55: Location of Outer Cordon Surveys in MMR
LO
REGION DE VE
Appendix 2-1
6.3
FINAL REPORT
Good Movement Interaction of

MMR with Rest of India
83.
The Government of Maharashtra through Mumbai
Metropolitan Region Development Authority (MMRDA) with
technical assistance from the World Bank under MUTP has
embarked on preparing the Comprehensive Transportation
Study (CTS) for Mumbai Metropolitan Region (MMR) in 2005.
The main objectives of the study were identify traffic &
transport problems of the MMR and aims at improving the
traffic and transport scenario in MMR by evolving a long term
transport strategy and preparing an affordable investment
plan for next few decades. As part of this study, traffic
volume count, occupancy in vehicles and Origin-Destination
surveys were carried out at 9 outer cordon locations for 24
hours in the year 2005 and these are NH 8, SH 35, NH 3,
MSH 2, SH 43, SH 38, NH 4, Mumbai Pune Expressway and
NH 17 (see Figure 55). Traffic data collected during these
surveys have been analyzed for understanding the MMRs
goods movement
Secondary influence region: This region includes all

those external zones in which 7% of interaction of MMR
takes place. These external zones lie within 300 to 400
km from MMR.
Other influence region: This region includes all those

external zones in which the balance 2% of interaction of
MMR takes place. These external zones lie beyond 400
km from MMR.
87.
The above described information and inferences
are graphically shown in Figure 56.
84.
Interaction with rest of the country, as two major
ports of the country (Mumbai Port and JN Port) are located in
MMR and Mumbai is headquarters for Western and Central
Railway.
85.
In order to find out the influence area of MMR, 27
external zones out of which 17 zones are within the state of
Maharashtra and rest 10 zones are outside the Maharashtra
state. The details are presented in Table 42. Total trips
originated/ destined to these zones are presented in the
Table 41. It can be inferred that, about 66.4% of trips
originated/destined from/to MMR from/to 17 external zones,
which are within the state of Maharashtra, and the rest
33.6% of trips are from/to the 10 external zones, which are
outside the state.
These 17 external zones within
Maharashtra have been arranged in order of distances from
MMR and the respective total no of trips has been put in the
Table 43.
86.
Clearly, four zones emerge based on the level of
interaction in terms of number of trips between various urban
centres and the MMR.
Immediate influence region: This region is consists of

those external zones of Maharashtra within which 73%
of interaction of MMR in terms of trips takes place. Data
and the map shows these external zones lie within 140
to 145 km from MMR.
Primary influence region: This region includes all

those external zones in which 18% of interaction of
MMR takes place. These external zones lie within 200 to
280 km from MMR.
A-71
FINAL REPORT
Appendix 2-1
Figure 56: Goods Movement Interaction of MMR with Rest of India

Table 42: Goods Movement Interaction of MMR within Maharashtra and rest of the Country
6.2%
11.9%
14.1%
16.7%
16.8%
17.8%
21.7%
21.9%
22.0%
24.1%
25.8%
31.5%
54.1%
54.8%
58.6%
481
2580
8097
622
144
1639
217
1.2%
6.6%
20.6%
1.6%
0.4%
4.2%
0.6%
59.8%
66.4%
87.0%
88.6%
88.9%
93.1%
93.6%
P
O
66.4% Within Maharashtra
6.2%
5.7%
2.1%
2.6%
0.1%
0.9%
4.0%
0.2%
0.0%
2.1%
1.7%
5.6%
22.6%
0.7%
3.8%
UTH
ORIT Y
2440
2250
845
1036
42
373
1566
72
18
838
685
2216
8902
279
1494
TR
MUMBAI ME
A-72
Cumulative %
O
LI
TA
N
EN
TA
3016
3017
3051
3052
3053
3054
3055
Palghar
Shahpur
Shenve, Bedisgaon, Kulang, Alang
Murbad
Mokhada, Jawhar
Talasari
Pali
Sudhagarh
Murud
Roha
Mahad
Ratnagiri, Satara, Sangli, Kolhapur, Sindhudurg
Pune
Osmanabad, Solapur
Aurangabad, Ahmednanagr, Buldhana, Washin, Hingoli, Parbhani, Beed, nanded
Akola, Amravati, Nagpur, Wardha, Yavatmal, Gondia, Bhandhara, Chandrapur,
Gadchiroli
Nashik, Dhule, nadurbar, Jalgaon
Gujarat
Indore, Bhopal of Madhya Pradesh
MP, Chatisgarh, Orissa
New Delhi
Rajasthan, Punjab, Haryana, HP, JK
% of Trips
33.6% out side

Maharashtra
3001
3002
3003
3004
3005
3006
3007
3008
3009
3010
3011
3012
3013
3014
3015
Total
Trips
Areas Covered
External Zone
No.
LO
REGION DE VE
External Zone
No.
3001
3002
3003
3004
3005
3006
3007
3008
3009
3010
3011
3012
3013
3014
3015
3016
3017
3056
3057
3058
3059
3060
FINAL REPORT
Total
Trips
Areas Covered
Palghar
Shahpur
Murbad
Mokhada, Jawhar
Talasari
Pali
Sudhagarh
Murud
Roha
Mahad
Pune
Osmanabad, Solapur
Gadchiroli
UP, Bihar, West Bengal
Andhra Pradesh
Karnataka
Tamilnadu
North eastern States
TOTAL
% of Trips
Cumulative %
2440
2250
845
1036
42
373
1566
72
18
838
685
2216
8902
279
1494
6.2%
5.7%
2.1%
2.6%
0.1%
0.9%
4.0%
0.2%
0.0%
2.1%
1.7%
5.6%
22.6%
0.7%
3.8%
6.2%
11.9%
14.1%
16.7%
16.8%
17.8%
21.7%
21.9%
22.0%
24.1%
25.8%
31.5%
54.1%
54.8%
58.6%
481
2580
689
1473
204
24
108
39334
1.2%
6.6%
1.8%
3.7%
0.5%
0.1%
0.3%
100.0%
59.8%
66.4%
95.4%
99.1%
99.7%
99.7%
100.0%
Appendix 2-1
Table 43: Goods Movement Interaction of MMR within Maharashtra

External
Zone No.
3004
3007
3008
3010
3002
3001
3009
3003
3005
3006
3013
3011
3017
3015
3012
3014
3016
Areas Covered
Murbad
Pali
Sudhagarh
Roha
Shahpur
Palghar
Murud
Mokhada, Jawhar
Talasari
Pune
Mahad
Aurangabad, Ahmednanagr, Buldhana, Washin, Hingoli, Parbhani, Beed,
nanded
Osmanabad, Solapur
Akola, Amravati, Nagpur, Wardha, Yavatmal, Gondia, Bhandhara,
Chandrapur, Gadchiroli
Within Maharashtra
Distance
(KM)
Total
Volume
% of Volume within
Maharashtra
Cumm.
%
61.34
66.24
68.25
71.69
73.5
74.7
80
100
112.29
119
120
129.19
261
1036
1566
72
838
2250
2440
18
845
42
373
8902
685
2580
3.97
6.00
0.28
3.21
8.62
9.34
0.07
3.24
0.16
1.43
34.09
2.62
9.88
3.97
9.96
10.24
13.45
22.06
31.40
31.47
34.71
34.87
36.30
70.38
73.01
82.88
276
300
350
1494
2216
279
5.72
8.48
1.07
88.61
97.09
98.16
700
481
1.84
100.00
26117
100.00
Sub Total
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Appendix 2-1
6.4
Capacity utilization levels

Road
Netwrok
Volume/Capacity ratio
of
88.
Capacity utilization levels in terms of v/c ratio has
been thought a good indicator in identification of corridors
which needs capacity augmentation (widening and/or
strengthening), identification of new highway corridors/ links.
Capacity values for Intermediate lane, 2 lane and 4 lane
divided carriageways has been assumed as 8,000, 30,000
and 60,000 PCUs/day and these values have been assumed
based on detailed analysis of guidelines provided by various
organizations viz. Indian Roads Congress, High Capacity
Manual, 2000, Asian development Bank. The details are
presented in Appendix 3.9. Figure 57 shows the v/c ratios
based on base year traffic volume (2008) on road network.
Based on keen observation of the V/C ratio on various
corridors and ongoing widening of some of the National
Highways under NHDP programme of NHAI, the following
inferences have been made:
NH3, Part of NH4, Part of NH8 are having V/C more

than one. However, by completion of 4 laning (most
probably in next 1 to 2 years time), the V/C ratios will
come down to less than 0.6.
SHs passing through Pune, Nashik, Ahmednagar,

Dhule, etc. near the cities have V/C ratios more than 1
Other links/corridors which are facing V/C more than

one are:
Ahmednagar-Jalgaon-Karnala-Kurduvadi (SH 55)
Nevasa-Aurangabad-Sillod
Aurangabad-Jalna-Jintur
Sinner-Pangri-Pohegaon-Shirdi
Pune-Sasvad-Morgaon-Baramati
Daund-Baramati
Nagaj-Sangole (MSH 3)
Tuljapur-Solapur (MSH 211)
Solapur-Nanandi
6.5
was 19.2 km. (including Konkan Railway) in the state as

against 19.6 km. in the country .
90.
Rail network in Maharashtra state and search zone
is presented in Table 44 (Figure 58). The analysis reveals
that nearly 52% of railway network passing through
Maharashtra state is covered in search zone.
Table 44: Rail Network within Search Zone
Sl. No.
1
2
Area
Maharashtra State
Search Zone
Rail Network
(kms)
5450
2834
52%
Rail Network
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89.
The railway route length in the Maharashtra state
as on 31st March, 2007 was 5,902 km. (including 382 km. of
Konkan Railway), which is 9.2 per cent of the total railway
route length 64,068 km. in the country. The data of total
railway route length in the state shows that the increase in
the length is hardly about 13 per cent over last 48 years. This
increase is mainly due to Konkan Railway. Most of the works
carried out by railways were converting meter gauge (1
metre) and narrow gauge (0.762 metre/0.610 metre) into
broad gauge (1.676 metre). The railway route length per
1,000 sq.km. of geographical area as on 31st March, 2007
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Figure 57: Traffic utilization Levels, 2008 on Road Network

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Appendix 2-1
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Figure 58: Rail Network in the Search Zone
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Appendix 2-1
6.6
Ports and Airports
(a)
Major Ports
91.
Twelve biggest ports of India are managed directly
by central (federal) government through a Ministry of
Government of India. They have been declared statutorily as
Major Ports of India and their day to day operations are
managed through respective autonomous Port Trusts. Post
liberalisation, there have few private ports which operate at
similar, if not, equal levels with Major Ports but they are still
termed as Minor Ports are operated State (provincial)
governments.
92.
Along the 720 km coastal line of the Maharashtra
state, two major ports, namely Mumbai Port Trust (MbPT)
and Jawaharlal Nehru Port Trust (JnPT) at Nhawa-Sheva are
in operation. MbPT and JNPT handled 402.29 and 431.62
lakh tones cargo traffic respectively during 2007-08 up to

December 2007, which were respectively 23.5% and 12.5%
more than that during the corresponding period of the
previous year.
(b)
Minor Ports
93.
of these ports is presented in Table 45.
Table 45: List of Minor Ports in Maharashtra State

Bandra Group
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
(c)
Dahanu
Tarapur
Navapur
Satpati
Kelwa-Mahim
Arnala (Datiware)
Vasai
Uttan
Manori
Versova
Bandra
Mora Group
1.
2.
3.
4.
5.
6.
7.
8.
9.
Kalyan
Bhiwandi
Thane
Mora
Karanja
Mandwa
Trombay
Panvel
Ulwa-Belapur
Rajpuri Group
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Thal
Alibagh
Revadanda
Borli-Madala
Nadgaon
Murud-Janjira
Rajpuri (Dighi)
Mandad
Kumbharu
Shriwardhan
Rantnagiri Group
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Ratnagiri
Varoda (Tiwari)
Jaigad
Boria
Palshet
Dabhol
Harnai
Kelshi
Bankot
Jaitapar
Purnagad
Vengurla Group
1.
2.
3.
4.
5.
6.
7.
8.
Vijaydurg
Devgad
Achara
Malvan
Nivati
Vengurla
Redi
Kiranpani
Airports
94.
There are three international airports in
Maharashtra located at Mumbai (Chhatrapati Shivaji Maharaj
International Airport), Nagpur and Pune. During 2006-07
international aircraft movement increased by 9.6%, whereas
the domestic aircraft movement increased by 25.2% as
compared to the previous year. The number of domestic
aircraft flights routed through Mumbai airport accounted for
84.2% of the total domestic flights taken place in the State
during 2006-07. Similarly, the number of domestic
passengers embarked and disembarked through this airport
during 2005-06 and 2006-07 accounted for 89.3% and 86.7%
respectively.
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Appendix
2.2
DELINEATION OF INFLUENCE REGIONAPPROACH AND METHODOLOGY
APPENDIX 2.2:
DELINEATION OF INFLUENCE
REGION-APPROACH AND METHODOLOGY
1.
A Structured approach and methodology have been
developed for the delineation of the influence region for the
DMIC. In order to arrive at the delineated DMIC influence
region, a four-step methodology has been followed. This is
based on several parameters including:
jurisdiction. The identification of such growth regions is

based on the study done for the search zone. Database for
several indicators were compiled for each of the abovementioned aspects. These were then standardized so as to
bring them to a common platform. The talukas were then
ranked. In the following sections, the identified potential
growth regions have been discussed in detail.
(a)
(b)
(b)
(c)
(d)
ADOPTED METHODOLOGY
Profile of the search zone in terms of socio-economic

and infrastructure development characteristics;
State policy framework supporting activities likely to be
generated by the DMIC;
Influence region of growth generating nodes; and
Special Economic Zones and Industrial Estates in the
state.
2.
Each of these has been discussed in the following
sections.
1.1
Study
of
Search
Characteristics
Zone
3.
A search zone extending up to 400 to 500 km
radius was first identified. Identification of a search zone
helps in focused study of critical factors that may either
influence the DMIC corridor or be influenced by it. For the
purpose of analyses, the administrative districts fall within
this radius have been identified as search zone. Extensive
secondary data and information was be compiled from
available secondary sources to analyze the existing
characteristics. In principle, three levels of analyses have
been carried out: (a) district level; (b) taluka level, and (c)
urban centres level. At each of these levels, detailed study of
the demographic and social development characteristics,
economic development characteristics and infrastructure
development characteristics were studied.
(a)
Identification of Potential Growth Regions
4.
Based on the assessment of the characteristics of
the search zone, potential growth regions were identified.
The identification has been based on three criteria. These
include (a) demographic and social development criteria; (b)
economic development criteria; and (c) infrastructure
development criteria. The growth regions were identified at
the taluka level so that they are in line with administrative
Identification of Potential Growth Centres
5.
In a methodology similar to the identification of
potential growth regions, the potential growth centers have
been identified. The aspects considered were similar i.e., (a)
demographic and social development criteria; (b) economic
development criteria; and (c) infrastructure development
criteria. In the following sections, the identified potential
growth centers have been discussed in detail.
(c)
Identification of Potential Growth Corridors
6.
Based on traffic volume on various road network,
ongoing and committed road and rail development
programmes of Government of Mahrashtra, the potential
growth corridors with the Search Zone have been identified.
1.2
State Policy Directions
7.
The various policies of the state have been studied
in detail in order to understand the thrust areas of the State
Government for economic and industrial development in the
state. The success of the DMIC corridor in creating economic
impetus depends on the state policy environment. Conducive
environment would lead to increased spin offs created due to
the DMIC corridor and result in regional and local
development in the state. Each of the policies has been
already described in detail in chapter 2. In the subsequent
sections, the specific features that have contributed to
delineation of the influence region have been brought into
focus.
1.3
Study of
Nodes
Growth
Generating
8.
It was considered important to study some of the
major economic impulse generators in the region. Their
current level of influence within Maharashtra would to a large
degree determine the influence area of the DMIC. The
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impulse generators studied include (a) Jawarharlal Nehru

Port; (b) Chhatrapati Shivaji International Airport; (c) Six
Minor Ports prioritized for expansion under PPP initiatives;
Appendix 2-2
and (d) proposed Special Economic Zones and proposed

Industrial Estates of MIDC. A detailed description of each of
these has been taken up in the following sections.
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Figure 1: Demographic and Social Development
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Other Studies Related to DMIC
9.
After the announcement of the DMIC project and
its modeling on the Tokyo-Osaka industrial region, several
studies have been done to assess the feasibility of the
project. One such study has been conducted under the aegis
of the Department of Industrial Policy and Promotion,
Ministry of Commerce and Industry, Government of India by
the IL&FS. The concept prepared identifies the broad
influence region and the likely industrial activities to be
generated along the corridors in the different states. A brief
summary of this study has been done in the subsequent
sections.
1.5
and (b) advantages of agglomeration economies due to

location close to the MMR.
13.
The infrastructure development criterion includes
assessment of both access to basic amenities and
accessibility and connectivity of the urban centres. Also,
specifically indicators such as proposed investment in
various infrastructures have been included in the analysis
(see Chapter 3). With respect to infrastructure development
too, a similar pattern can be seen. Thane, Kalyan, Alibag
talukas have better infrastructure facilities followed by
Palghar, Vasai, Bhiwandi, Ulhasnagar, Ambarnath, Uran,
Panvel ,Murud, Nashik, Pune Mawal, Haveli, Jalgaon
Talukas (Figure 3).
Delineation of Influence Region
10.
The influence region has been delineated after
superimposition of the above studied aspects. The region
was fine tuned to coincide with administrative jurisdictions
(taluka). The reason for this is to facilitate implementation of
strategy.
2
POTENTIAL GROWTH
REGION
11.
As already discussed above, the identification of
potential growth regions has been based three criterion viz.,
demography and social development, economic
development and infrastructure development. Figure 1
shows the demography and social development levels in the
various talukas of the search zone. The levels of
development in the talukas for social and demographic
development essentially follow a pattern. Firstly, the Mumbai
Metropolitan Region and its adjoining talukas show a high
level of development. Secondly, talukas along the major
transport corridors show a higher level of social and
demographic achievement. Thirdly, industrial areas such
Pune, Pimpri Chinchwad, Nashik, etc show better levels of
development.
12.
The economic development level too, has been
mapped and is shown in Figure 2. In terms of economic
development, there are lots of variations amongst the
talukas. A vibrant economic base characterizes the talukas
that are near to Mumbai and along National Highways. The
economy in these talukas is characterized by diversified
industries that include Engineering, Electronics Hardware,
Automobiles and Auto Components, Consumer Durables,
Chemicals, Petrochemicals, Pharmaceuticals, Textiles,
Information Technology, and Biotechnology. Pune taluka
shows the largest potential for economic development
Thane, Aurangabad, Mawal, Nashik, Haveli, Bhiwandi and
Walwa. The chief characteristic pattern that has determined
the economic development potential in talukas of the search
zone are (a) location along the national and state highways;
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Appendix 2-2
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Figure 2: Economic Development
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Figure 3: Infrastructure Development

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Appendix 2-2
POTENTIAL
CENTRES
GROWTH
14.
Urban centers function as nodal points for
absorbing and generating economic momentum. It is
important as part of the regional development strategy to
identify potential growth centers that can function as nodal
points. In a methodology similar to the one used for
identifying potential growth region, the potential growth
centers have also been identified. The criterion taken include
(a) demography and social development; (b) economic
development; and (c) infrastructure development. Figures 4,
5 and 6 show the potential urban centers. Higher the rank for
the particular aspect, greater is the potential for
development. Table 1 gives the urban centers that are
developed and possess potential for development for each of

the criterion.
Table 1: Potential Urban Centres
Criterion
Demography and Social
Development
Economic Development
Infrastructure
Development
Urban Centres
Navghar-Manikpur, Nalasopara, MiraBhayandar, Palghar, Ahmadnagar and
Pune
Navi Mumbai, Pune, Bhiwandi, Satara,
Thane, Panvel, Nashik, and Karad.
Kalyan-Dombivli, Pune, Aurangabad
Nashik, Navi Mumbai, Panvel and
Ratnagiri
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Figure 4: Urban Centres-Demography and Social Development
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Figure 5: Urban Centres-Economic Development

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Appendix 2-2
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Figure 6: Urban Centres-Infrastructure Development
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Appendix 2-2
4
POTENTIAL GROWTH
CORRIDORS
15.
Dedicated Freight Corridor planned between
Mumbai and Delhi and the proposals under Delhi Mumbai
Industrial Corridor would further boost the growth in the state.
To achieve the targeted growth in several sectors as
discussed above and sustain the growth for long term, strong
transport linkages connecting the various growth centres of
the state, upcoming minor ports, enhance the road
connectivity to the existing major ports of the state (Mumbai
and JNPT), connectivity to the upcoming SEZs, Industrial
estates and Industrial Parks, etc. from the existing NHs/
MSHs/ SHs/ Rail Terminals is most important. Infrastructure
development requires huge amount of investments.
Highway corridors identified for Capacity Augmentation
based on traffic utlisation levels
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
(n)
Development of Mumbai-Nashik Road as Expressway

Pune-Nashik (SH50)
Pune-Ahmednagar
Ahmednagar-Nashik
Widening of NH17: From NH4B near Pen to Ratnagiri
Daund-Baramati
Solapur-Nanandi
New Highway Corridors

16.
In addition to the augmentation of capacity of
existing highways as described above, new highway
corridors need to be identified connecting the proposed
growth centres and further connecting these growth centres
to the DFC. In addition, the upcoming minor ports in
Maharashtra also need additional transport linkages for
faster movements of goods.
Railway Corridors
(a)
(b)
(c)
(d)
Pune-Nashik
Panvel-Karjat-Pune (to DFC standards)
Mumbai-Nashik-Jalgaon
High speed rail corridor - Mumbai-Surat-VadodraAhmedabad
From MbPT perspective

(a) Extension of Eastern Freeway from Panjarpole to
Ghatkopar on eastern Express Highway (recommended
as part of CTS for MMR and priority to be given
considering faster movement of goods vehicles from/to
MbPT)
(b) Dedicated railway line (single track) for freight traffic
from Wadala to Diva (two lines are already in proposal
under MUTP for segregation of intercity and suburban
trains)
(c) Feasibility of changing the vertical alignment of Harbour
Line connecting Kingscircle and Bandra so that with
single engine they can move the goods train (as they
are using two engine now which is very costly).
5
STATE POLICY
FRAMEWORK
17.
The major policies studied include:
(a) Maharashtra Industrial Policy, 2001

(b) Industrial, Investment & Infrastructural Policy of
Maharashtra, 2006
(c) Road Development Plan, 1981-2001
(d) Special Economic Zones Policy, 2001
(e) Maharashtra Biotechnology Policy, 2001
(f) IT and ITES Policy, 2003
18.
Table 2 gives the salient features of each of these
policies.
Table 2: State Policies-Maharashtra
Policy
Maharashtra
Industrial
Policy, 2001
Industrial
Investment &
Infrastructural
Policy of
Maharashtra,
2006
Salient Features
Encouragement to SEZs;
Specialised industrial areas to be promoted;
Incentives such as electricity duty exemption,
waiver of stamp duty, etc.
Captive power generation is permitted for IT
units
Mumbai - Pune - Nashik - Aurangabad
Quadrangle will be provided greater
infrastructure support to develop its full potential
for knowledge-based, manufacturing and agrobased industries.
Key thrust areas include:
Manufacturing - Agro - based Industries,
Textiles, Auto & Auto components, Electronic
products, Pharmaceuticals and Gems &
Jewelers.
Services - Sunrise Technology and Service
Sectors including Information Technology, I.T
enabled services, Biotechnology, Nano
Technology.
Energy: Establishment of Gas distribution
networks in major industrial areas in the State to
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Road
Development
Plan, 19812001
Special
Economic
Zones Policy,
2001
Maharashtra
Biotechnology
Policy, 2001
IT and ITES
Policy, 2003
GROWTH IMPULSE
GENERATORS
6.1
Jawaharlal Nehru Port Trust
19.
JNPT is the second youngest port in the country
after Ennore and lies towards the east of the Mumbai Port in
Nhava Sheva. Port cargo handling facilities available at the
port include container terminals, a liquid handling terminal
and a shallow water berth, which can handle break-bulk and
container traffic both. The major strengths of the port include:
(e)
Accredited with ISO 9001-2000 Certification
(i)
(j)
(k)
(l)
(m)
20.
In the present study, the focus area with respect to
JNPT includes identification of its hinterland (mainly within
Maharashtra). JNPT is the termination point for the proposed
DFC. The present and potential area of the JNPT would be
directly impacted (benefited) by the proposed DFC. In the
following sections, this aspect of the JNPT has been
explored in detail. Towards this end, several aspects have
been studied with respect to the port. These include (a)
existing status of connectivity to the port, both road and rail;
(b) Inland container depots for the JNPT; (c) hinterland for
JNPT, both within Maharashtra and rest of the country and d)
potential created by the DFC. This study is primarily based
on assessments and recommendations as part of the JNPT
business plan-Final Report prepared by KPMG, 2006.
(a)
Existing Status of Port Connectivity
21.
Road and rail are the two primary modes of
transport for cargo at ports. Figure 7 shows a schematic
representation of the road and rail connectivity to the port.
The rail cargo is delivered/received from Inland Container
Depots1 (ICD) through trains that are run by CONCOR. At
present, there are over 23 ICDs in India that are connected
to the various ports through rail and road. The handling of
container trains is done by 3 main agencies Railways,
CONCOR and the terminal operators. Railways provide the
fixed infrastructure in the form or track, motive power and
train crews. CONCOR is presently the sole provider of railborne container transportation between the port and the
hinterland.
The Inland Container Depots are the existing inter modal facilities
where goods are brought by road and then transferred to freight trains
headed for other ICDs/ ports.
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(g)
(h)
Ranks 31st among the top 100 Container Ports in the

world
Handles 56% of Indias total containerized cargo
Highly automated and computerized operations with
Single Window System
Recipient of Indira Priyadarshini Vrikshamitra Award
1996 for the Greenest Port in
India
Equipped with the latest Vessel Traffic Management
System (VTMS) to track/monitor vessel movements
ensuring safe navigation
Spread over a land area of 2,584 hectares
Served by 16 Container Freight Stations and over 23
Inland Container Depots
Well connected by National Rail/Road network
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Salient Features
improve availability of cleaner and cost effective
fuel.
Policies for support sectors announced including
textile, Agro Processing, Retail and
infrastructure development.
Innovative financing systems and public private
partnerships for funding requirements of
infrastructure projects for the construction of
roads, flyovers, bridges, power plants, airports
and ports have been evolved.
Expressway should be constructed on major
traffic corridors to provide speedy travel;
State Highways should be extended to serve
district head-quarters, sub-divisional headquarters, major industrial centers, places of
commercial interest, places of tourist attraction,
major agricultural market centers and ports;
SEZ authority shall ensure the provision of
adequate water supply, and good quality power
supply within the SEZ
SEZs will be exempted from all State and local
taxes and levies
Steps to declare SEZs as Industrial Townships
to enable the SEZs to function as self-governing,
autonomous municipal bodies
incentives for promoting Biotechnology Parks.
Agricultural biotechnology companies will be
given power at agricultural rates
Provide farmers of the State better, highyielding, drought and pest-resistant crops suited
to the agro-climatic conditions of the State;
Provision of better quality of infrastructure;
All Biotechnological industries will be exempted
from statutory power cuts.
Government will attempt to provide cost effective
and reliable telecom connectivity throughout the
State.
Private Training Institutions, and IT and ITES
companies shall be offered infrastructural
facilities for conducting training in IT, ITES
related skills as well as English language skills.
Fiscal incentives and industry friendly
environment shall be given.
Support to IT and ITES Units by Urban Local
Bodies
Policy
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Source: Business Plan for JNPT, Final Report, Volume I, KPMG, 2006
Figure 7: Road and Rail Connectivity to JNPT-Schematic Representation
Figure 8: ICD Analysis and trends
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Appendix 2-2
22.
The key rail corridors from/to JNPT are given in Table 3.

Table 3: Key Rail Corridors to JNPT
Corridor
Northern Route JNPT - Vasai Road Indore Kota- Delhi (Tughlaqabad and
Dadri) Ludhiana (Dhandari Kalan)
North Western Route JNPT Vasai RoadVadodaraSabarmatiMahesana
Palampur Jodhpur- Jaipur Rewari Bathinda
Central Indian Route JNPT Aurangabad Bhusawal Nagpur Bilaspur.
(Includes local Mumbai points like Mulund)
South- Central Route JNPT Chinchwad Solapur Hyderabad
Visakhapatnam.
Principal O-D Points

Tughlaqabad, Dadri, Ludhiana, Pitampur and
Kanpur.
% share
73.13
Vadodara,Sabarmati, Jodhpur and Jaipur.
16.5
Not Available
9.58
1.14
23.
Road networks at JNPT are classified into internal
(in and around JNPT) and external (connecting JNPT to the
hinterland). Since the primarily concern is to assess the
hinterland for JNPT, study has been limited to profiling the
external road links to the JNPT. The major road linkages
connecting JNPT with hinterland road network are NH4B,
SH54 and Aamra Marg (existing name is MIDC pipe line
maintenance road). The status of each of these is given in
Table 4.
Corridor
24.
The main hinterland road network consists of four
major National Highways. The characteristics of each of
these have been given in Table 5.
Table 5: Hinterland Connectivity
National
Highway
4B
Corridor
Present
Status
Length of
26.43 km
State
Highway
54
2 lane and
widening to
4 lane is
under
progress.
Aamra
Marg
Existing
carriageway
is 2 lane
and
widening to
4 lanes is
Characteristics
NH3: Mumbai - Nashik highway
Connects JNPT with Mumbai and other

parts of Maharashtra state and adjoining
states of Gujarat, Goa, Madhya Pradesh
and Andhra Pradesh.
Mainly serves the heavy traffic of
containerized vehicles to and fro JNPT.
Widening of the road has recently been
completed.
Tolling on this improved facility would start
shortly.
Connects Uran with Panvel town.
Traffic is mainly to and fro JNPT.
A number of container yards are located
abutting SH54.
The improved 4 lane road would be a tolled
facility.
Road an important link between northern
and southern parts of Navi Mumbai and
JNPT.
Characteristics
Table 4: Major Road Links with JNPT-Characteristics

Corridor
Present
Status
under
progress
NH4: Mumbai - Pune highway

NH8: Mumbai - Ahmedabad
highway
NH17: Mumbai- Goa highway
Present Status
2 lanes with portion of highway
being 4 laned
4 lanes
2 lanes with portion of highway
being 4 laned
2 lanes
(b)
Inland Container Depots
25.
The source of intermodal transport of cargo to
JNPT is ICD. There are 23 ICDs all over the country where
goods are brought by road and then transferred to freight
trains headed for other ICDs / ports. 20 of the 23 ICDs are
directly connected to JNPT and act as transit points for
cargo. CONCOR operates the rails between the ICDs and
JNPT. JNPT carries out 91% of its rail cargo traffic with the
top 10 ICDs, 75% with the top 4 ICDs and nearly 50% from
just one ICD alone at New Delhi. Nagpur is the fourth major
ICD for JNPT located in Maharashtra and handles around
6% cargo (Table 6). Other ICDs with Maharashtra include
Mumbai, Chinchwad (Pune) and Aurangabad (Figure 9).
Table 6: Top 10 ICDs that handle Cargo from/to JNPT (2004-2005) (TEUs)
Total Percentage
49.2
10.5
9.5
P
O
UTH
ORIT Y
Traffic
305894
65372
59091
O
LI
TA
N
EN
TA
Exports
152546
33033
27905
TR
MUMBAI ME
A-12
Imports
153348
32339
31186
ICD Name
New Delhi-Tughlaqabad
Ahmedabad-Sabarmati
Ludhiana -Dhandari Kalan
LO
REGION DE VE
FINAL REPORT
Appendix 2-2
ICD Name
Nagpur
Hyderabad -Sanatnagar
Delhi -Dadri
Jodhpur
Jaipur -Kanakpura
Kanpur
Indore -Pitampur
Others
Total
Imports
22830
10358
10801
7207
7628
5846
5739
31736
319018
Exports
14807
22995
10676
9904
8240
8576
4348
9643
302673
Traffic
37637
22995
21477
17111
15868
14422
10087
51737
621691
Total Percentage
6.0
3.7
3.5
2.8
2.6
2.3
1.6
8.3
100%
Source: Rail Transport Logistics Study for the Development of JNPT -RITES Ltd., February 2006 as quoted in Source: Business Plan for JNPT, Final Report,
Volume I, KPMG, 2006
26.
Figure 9 shows the trends of the ICDs. The key
characteristics include:
(n)
ICD traffic from northern regions is smaller compared

to overall growth in Northern regions traffic. (This
includes regions such as Delhi, UP, Uttaranchal etc).
This may be because of ports in Gujarat increasing
their proportion of the northern traffic. It is expected
(o)
that as these players expand capacity, the traffic from

northern region may get redistributed to these ports
due to their proximity the north relative to JNPT.
JNPT has been able to increase its share in the
western region (primarily Maharashtra). Over the long
term this region is expected to serve as a captive
market for JNPT due to proximity to the region.
Figure 9: Inland Container Depots

A-13
FINAL REPORT
Appendix 2-2
(c)
Hinterland for JNPT
27.
The KPMG study has identified the existing traffic of
different states of the country coming to JNPT. Also,
forecasts for the future have been made (Table 7). As can
be seen, 90% of the traffic from Maharashtra comes to
JNPT. Maharashtra is therefore, the main captive hinterland
for JNPT (Figure 10). JNPT is expected to lose some share
of its northern traffic to competitors and the share of
Maharashtra traffic at JNPT would increase. As a result the
effect of a shift toward rail traffic from Northern areas would
be limited at JNPT. The proportion of traffic arriving by rail at
JNPT would increase however the increase would not be
very high because it is expected that over the years
proportion of Maharashtra traffic at JNPT would increase and
this traffic arrives primarily by road.
Due to the coming up of this proposed alignment, the

following are anticipated2:
(p)
(q)
(r)
JNPT would continue to garner a major share of the

traffic in Maharashtra as no other port in Maharashtra
is expected to have similar infrastructure and traffic
handling capabilities over the short to medium term.
JNPT's share from regions such as Gujarat would
reduce substantially due to presence of competitor
ports in the region (Mundra, Pipavav etc)
JNPT's share from northern regions would reduce as
some of the Northern Region traffic will be diverted to
competing ports.
Table 7: Traffic potential for JNPT from various regions

State
% of current traffic of the

region coming to JNPT*
Maharashtra
Uttar Pradesh
Uttaranchal
Delhi
Punjab
Andhra Pradesh
Karnataka
Gujarat
Madhya Pradesh
Others
90 %
80%
80%
75 %
80 %
10 %
37 %
60 %
60 %
15 -20%
% of future
traffic of the
region coming to
JNPT
80 %
40 %
40 %
40 %
40 %
5%
5%
10 %
40 %
15%
These numbers were arrived at through discussions with port users and export
promotion councils
Source: Business Plan for JNPT, Final Report, Volume I, KPMG,
2006
(d)
Dedicated Freight Corridor Impact on JNPT
28.
Given the sharp increase in utilization of the tracks
on the Delhi- Mumbai route, Indian railways has set up a
special purpose vehicle to develop the western rail freight
corridor. The dedicated freight corridor will extend across
1440 km and attempt to connect the northern and northwestern hinterlands to the ports of the West coast such as
JNPT, Mumbai, Mundra, Kandla and Pipavav (Figure 11).
Figure 10: Hinterland for JNPT
Inferences drawn from Business Plan for JNPT, Final Report, Volume
I, KPMG, 2006. In the report, these inferences were discussed with port
users, port departments and export promotion council to arrive at
quantitative numbers for the current share of JNPT's traffic from various
regions and expected share of traffic from the regions in the future.
EN
TA
O
LI
TA
N
P
O
TR
MUMBAI ME
A-14
UTH
ORIT Y
LO
REGION DE VE
Appendix 2-2
FINAL REPORT
Figure 11: Alignment of Dedicated Freight Corridor
A-15
FINAL REPORT
30.
As per the revised MIAL master plan for renovating
the countrys busiest airportwith around 650 air traffic
movements per daya fully integrated airport terminal with
the capacity to handle 40 million passengers will come up at
Sahar by 2012. This will handle both domestic and
international flights. The terminal at Santa Cruz is likely to be
converted into a dedicated cargo terminal (Business
Standard, 6 September 2007).
31.
MIAL hopes to increase its share of non-aviation
revenue from 20 per cent at present to 50 per cent over the
next five years. Eventually, these revenues are expected to
overtake contributions from its existing revenue streams
aircraft landing and parking fees. Globally, a host of airports
like Changi (Singapore), Dubai, and Schipol (Amsterdam)
earn most of their revenues from non-aviation sources that
include business centres, duty free shops, food courts. In this
way, pure aviation related services would cost less and the
airport would be competitive and attractive for airlines. The
airport launched a free wireless network available within the
domestic and the international terminals in September 2007,
in partnership with the telecom major Bharti Airtel. MIAL also
plans free internet kiosks, to be operational from June 2008.
On the cards are business centres, complete with high speed
internet access.
32.
New Airport at Navi Mumbai: For Mumbai, air
traffic projections for passenger traffic is 27.5 million
passengers annually by 2010 which is expected to increase
to 40 million passengers per annum in 2015 and peak at
about 80 million in 2026. Despite the ongoing restructuring
and modernization of the existing airport in Mumbai, it would,
at this rate by completely saturated by 2013. The Union
Cabinet has accepted the proposal to build an international
airport at Navi Mumbai. The airport is to be developed as a
greenfield project through the PPP route and is slated to be
operational before 2013.
6.3
Other Minor Ports
35.
total cargo handled by minor ports in the country.
36.
facility.
7
SPECIAL ECONOMIC
ZONES AND INDUSTRIAL
ESTATES
37.
Special Economic Zones and Industrial Estates are
location points for generation of diversified industrial
activities. Specifically, the SEZs help in the coming together
of activities that require highly skilled manpower. Also, it
invites substantial foreign direct investments that help in
economic development of the region and state. The locations
P
O
TR
MUMBAI ME
A-16
34.
The project, to be developed in four phases, is
estimated to cost Rs 9970 crore. During the first phase,
which is to run from 200812 and investment of Rs 4200
crore, the airport would have a capacity to handle 10 million
passengers annually; during the second phase (201517),
the capacity would be doubled. MIAL, which operates the
existing Mumbai airport, would have first rights of refusal for
the second airport in line with the concession agreement
signed by the government with the MIAL. City & Industrial
Development Corporation (CIDCO), Maharashtra, and IL&FS
have started work on the business plan for the project. The
corporation, along with AAI, would hold 26 per cent equity in
the second airport and the rest would be held by a private
developer
UTH
ORIT Y
29.
The GVK consortium-led Mumbai International
Airport Ltd (MIAL), which took over operations of the
Chattrapati Shivaji International Airport in Mumbai in May
2006, has re-worked the original master plan for upgradation
of the airport. The major change proposed is to have one
integrated terminal at Sahar airport, instead of the original
plan of one terminal at Sahar for international and domestic
traffic and another at Santa Cruz for domestic passengers.
The master contract for the redevelopment of the airport has
been awarded to L&T. The new terminal, which forms part of
the US$ 1.5 billion master plan prepared by Netherlands
Airport Consultants BV, will be rolled out in phases over the
next ten years.
33.
The government has identified a location on
National Highway 4B, roughly 35 km from the existing
international terminus at Santa Cruz, for the new airport. Navi
Mumbai is an appropriate choice for the location of the
second airport because of the availability of developed
infrastructure, power, water supply, roads and
communication, minimal environmental disturbance, and
limited rehabilitation issues.
O
LI
TA
N
EN
TA
Chhatrapati Sivaji International

Airport
6.2
Appendix 2-2
LO
REGION DE VE
Appendix 2-2
FINAL REPORT
for the SEZs have therefore, been considered as impulse
generators. Figure 12 shows the location of these SEZs.
Figure 12: Location of SEZ s and Industrial Estates-2008

A-17
Appendix
2.3
APPENDIX 2.3:
TABLE A: DEMOGRAPHY AND SOCIAL DEVELOPMENT
District
Raigarh
Raigarh
Raigarh
Pune
Raigarh
Pune
Pune
Raigarh
Raigarh
Pune
Raigarh
Pune
Pune
Raigarh
Raigarh
Pune
Pune
Raigarh
Pune
Ratnagiri
Raigarh
Raigarh
Ahmadnagar
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Ahmadnagar
Thane
Thane
Nashik
Thane
Thane
Nashik
Thane
Thane
Tehsil/Taluka
Poladpur
Mhasla
Shrivardhan
Bhor
Mahad
Velhe
Purandhar
Murud
Alibag
Pune City
Pen
Mawal
Mulshi
Sudhagad
Khalapur
Haveli
Ambegaon
Uran
Junnar
Khed
Panvel
Karjat
Sangamner
Ulhasnagar
Ambarnath
Shahapur
Thane
Kalyan
Murbad
Bhiwandi
Akola
Vasai
Vada
Sinnar
Palghar
Mokhada
Niphad
Dahanu
Talasari
Urban
Population
AAGR (%)
(19912001)
0
2
0
2
5
0
10
0
2
6
3
10
0
3
5
39
0
6
1
2
13
25
5
2
0
16
12
2
3
54
0
25
2
2
22
0
2
6
0
Index
Population
Density
Persons/sq.
km(2001)
Index
-1
0
0
0
0
-1
0
0
0
0
0
0
-1
0
0
3
-1
0
0
0
1
2
0
0
-1
1
1
0
0
4
-1
2
0
0
2
-1
0
0
-1
146
195
339
196
230
105
203
282
436
18465
349
282
124
138
493
1164
186
770
230
188
795
288
268
2046
1581
176
8782
6271
188
1414
176
1678
180
214
395
100
436
270
454
0
0
0
0
0
0
0
0
0
8
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
4
3
0
0
0
0
0
0
0
0
0
0
0
AAGR (%)
(19912001)
0
2
3
2
3
0
4
3
3
6
3
7
0
1
6
6
1
5
3
1
9
3
4
3
3
12
2
2
10
2
14
3
4
4
-2
4
3
3
Index
Literacy
Rate (%)
Index
Cumulative
Functional
Index*100/4
-1
0
0
0
0
-1
0
0
0
1
0
1
-1
-1
1
1
-1
1
0
-1
2
0
0
0
-1
0
3
0
0
2
0
3
0
0
0
-2
0
0
0
58
63
66
65
67
52
67
68
72
76
63
65
58
56
67
72
64
72
65
65
68
61
64
74
70
58
76
78
59
64
59
75
56
61
64
41
65
47
38
-1
0
0
0
1
-1
1
1
1
2
0
0
-1
-1
1
1
0
1
0
0
1
0
0
1
1
-1
2
2
0
0
0
1
-1
0
0
-2
0
-2
-3
-62
-25
-9
-18
0
-74
20
-1
15
266
-7
48
-59
-49
35
132
-31
46
-13
-23
87
39
3
42
-6
1
221
90
-30
178
-42
180
-31
-13
46
-125
3
-49
-94
A-1
FINAL REPORT
Appendix 2-3
154
241
1415
210
131
171
129
252
191
211
127
268
146
243
188
374
129
182
223
218
173
192
194
104
138
473
320
267
303
321
223
415
727
227
369
158
317
1425
248
190
146
185
246
248
511
511
299
305
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
AAGR (%)
(19912001)
3
7
-2
-1
3
1
1
2
3
1
9
3
9
1
3
4
7
3
2
1
-3
-2
4
1
0
5
3
8
9
3
8
-3
4
5
3
2
3
3
4
3
3
5
3
Index
Literacy
Rate (%)
Index
Cumulative
Functional
Index*100/4
-1
0
1
-1
-2
-1
-1
0
-1
-1
0
0
-1
2
0
2
-1
0
0
1
0
0
-1
-2
-2
-1
0
-1
-1
0
0
2
2
0
2
-1
-2
0
-1
1
0
0
0
0
0
0
0
1
0
-1
41
55
73
37
36
56
55
66
67
62
59
66
65
74
63
74
61
63
60
63
43
59
59
47
48
67
65
63
67
61
61
63
71
61
67
62
60
65
62
66
61
59
58
60
63
65
69
74
71
70
-2
-1
1
-3
-3
-1
-1
0
1
0
0
0
0
1
0
1
0
0
0
0
-2
0
0
-2
-2
1
0
0
1
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
1
1
1
1
-109
-19
206
-121
-134
-64
-72
8
-24
-34
-39
-6
-34
66
-8
79
-38
-19
-10
22
-81
-35
-41
-116
-106
-30
15
-25
-28
-10
-25
124
69
-20
43
-49
-85
1
-48
27
-8
-39
-32
-32
-6
-6
3
48
11
-19
P
O
UTH
ORIT Y
-1
0
5
-1
0
-1
0
0
-1
0
0
0
-1
0
0
0
-1
0
0
0
-1
-1
0
-1
-1
-1
0
0
0
-1
-1
3
0
0
0
-1
-1
0
0
0
0
-1
0
0
0
0
0
0
0
0
Index
TR
MUMBAI ME
A-2
Trimbakeshwar
Igatpuri
Nashik
Vikramgad
Jawhar
Tala
Manjlegaon
Roha
Khatav
Patan
Man
Phaltan
Jaoli
Mahabaleshwar
Shirur
Nagar
Parner
Shrigonda
Yevla
Nandgaon
Surgana
Dindori
Baglan
Peint
Kalwan
Rahta
Rahuri
Kopargaon
Shrirampur
Karjat
Chandvad
Malegaon
Jalgaon
Parola
Dhule
Deola
Erandol
Amalner
Dharangaon
Solapur North
Indapur
Mohol
Karmala
Madha
Daund
Baramati
Karad
Satara
Koregaon
Wai
Index
O
LI
TA
N
EN
TA
Nashik
Nashik
Nashik
Thane
Thane
Raigarh
Bid
Raigarh
Satara
Satara
Satara
Satara
Satara
Satara
Pune
Ahmadnagar
Ahmadnagar
Ahmadnagar
Nashik
Nashik
Nashik
Nashik
Nashik
Nashik
Nashik
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Nashik
Nashik
Jalgaon
Jalgaon
Dhule
Nashik
Jalgaon
Jalgaon
Jalgaon
Solapur
Pune
Solapur
Solapur
Solapur
Pune
Pune
Satara
Satara
Satara
Satara
Tehsil/Taluka
Population
Density
Persons/sq.
km(2001)
District
Urban
Population
AAGR (%)
(19912001)
0
9
65
0
2
0
2
9
0
1
1
1
0
2
4
8
0
2
2
5
0
0
2
0
0
0
9
4
2
0
0
43
4
2
2
0
-1
2
0
3
6
0
1
1
2
1
1
6
1
2
LO
REGION DE VE
FINAL REPORT
Appendix 2-3
District
Satara
Ratnagiri
Ratnagiri
Ratnagiri
Aurangabad
Pune
Ratnagiri
Ratnagiri
Tehsil/Taluka
Khandala
Ratnagiri
Sangameshwar
Chiplun
Gangapur
Khed
Dapoli
Mandangad
MAX
MIN
MEAN
SD
Urban
Population
AAGR (%)
(19912001)
0
3
0
5
3
19
11
0
65
-1
6
11
Index
Population
Density
Persons/sq.
km(2001)
-1
0
-1
0
0
1
1
-1
Index
229
325
171
232
198
248
228
165
18465
100
700
2152
AAGR (%)
(19912001)
0
0
0
0
0
0
0
0
Literacy
Rate (%)
Index
-1
0
-1
0
-1
0
0
-1
2
4
0
3
2
2
0
14
-3
3
3
70
69
62
68
58
62
64
63
78
36
62
8
Index
Cumulative
Functional
Index*100/4
1
1
0
1
-1
0
0
0
-11
21
-45
9
-54
15
3
-42
TABLE B: ECONOMIC DEVELOPMENT
District
Raigarh
Raigarh
Raigarh
Pune
Raigarh
Pune
Pune
Raigarh
Raigarh
Pune
Raigarh
Pune
Pune
Raigarh
Raigarh
Pune
Pune
Raigarh
Pune
Ratnagiri
Raigarh
Raigarh
Ahmadnagar
Thane
Thane
Thane
Thane
Thane
Thane
Tehsil/Taluka
Poladpur
Mhasla
Shrivardhan
Bhor
Mahad
Velhe
Purandhar
Murud
Alibag
Pune City
Pen
Mawal
Mulshi
Sudhagad
Khalapur
Haveli
Ambegaon
Uran
Junnar
Khed
Panvel
Karjat
Sangamner
Ulhasnagar
Ambarnath
Shahapur
Thane
Kalyan
Murbad
Other
Service
Investment
Main
Workers
Index
Index
(Rs. In
Index
Workers(%)
(% to
Lakhs)
total
workers)
79
0
20
-1
0
0
73
-1
30
0
0
0
63
-2
49
1
0
0
77
-1
26
0
0
0
78
-1
40
0
83591
2
79
0
21
-1
0
0
87
1
25
0
3100
0
71
-1
53
1
0
0
68
-2
48
1
0
0
94
2
95
3
7800
0
57
-3
39
0
11
0
85
0
59
1
70000
1
83
0
36
0
0
0
80
0
23
-1
0
0
76
-1
66
1
0
0
92
1
80
2
0
0
86
1
21
-1
0
0
78
0
68
1
0
0
86
1
21
-1
0
0
77
-1
31
0
0
0
80
0
73
2
2419
0
67
-2
44
0
0
0
89
1
27
0
0
0
94
2
96
3
0
0
87
1
87
2
103477
2
78
0
31
0
0
0
94
2
97
3
91810
2
93
1
93
3
73561
1
81
0
22
-1
13278
0
Real estate
Prices
Index
1200
9960
14000
1930
16500
60000
2160
14800
33000
182000
1500
19000
3550
6500
2400
66700
13200
18000
15120
13585
54000
20000
2400
33000
28000
1940
125000
55000
1180
-1
0
0
-1
0
2
-1
0
1
7
-1
0
-1
0
-1
2
0
0
0
0
1
0
-1
1
0
-1
4
1
-1
No. of Cumulative
SEZ Industrial Functional
Estate
Index*
0
0
0
0
0
0
0
0
200
1200
0
300
100
0
100
300
0
300
0
0
200
0
0
0
0
0
600
0
0
0
0
0
0
100
0
100
0
0
100
100
100
0
0
0
0
0
0
0
200
100
0
0
100
100
0
200
200
100
-50
-52
-59
-49
134
6
84
-29
175
1564
-2
471
80
-41
90
422
-15
315
-15
164
365
-46
-11
210
240
-41
1063
372
66
A-3
FINAL REPORT
Appendix 2-3
0
-1
1
-1
-1
0
0
-1
-1
0
0
0
2
-1
0
0
0
0
0
-1
-1
1
0
0
0
1
-1
0
-1
-1
0
0
-1
-1
-1
-1
0
-1
0
-1
-1
-1
1
0
0
-1
0
0
0
200
0
0
0
0
0
0
0
0
0
0
0
100
0
0
0
0
100
0
0
0
100
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
100
0
0
0
200
100
0
100
0
0
0
0
200
0
0
0
0
200
0
100
0
0
0
0
0
100
100
0
0
0
0
100
0
0
0
0
100
0
100
0
0
0
100
0
200
0
0
0
0
P
O
399
-42
101
-64
190
90
-69
86
-43
-118
-32
-35
445
-72
-73
-68
-8
278
-37
36
-32
110
-57
7
14
275
70
-9
-28
-12
-47
77
-30
-55
-20
-16
88
-17
110
-25
-28
12
198
-61
197
-30
-19
-18
-6
UTH
ORIT Y
29000
3500
53500
1320
1700
7640
7100
5350
1160
9530
22000
18000
65000
1710
10000
11090
18000
20000
13900
1500
5000
34300
5830
7000
24700
31000
2000
15500
1600
1250
17000
7000
5400
1300
5000
4500
17000
3500
21000
2300
4600
1750
51000
16500
15000
5000
19600
30500
26400
No. of Cumulative
Estate
Index*
O
LI
TA
N
EN
TA
Index
TR
MUMBAI ME
A-4
Real estate
Prices
Other
Service
Investment
Main
Workers
District Tehsil/Taluka
Index
Index
Index
(Rs. In
Workers(%)
(% to
Lakhs)
total
workers)
Thane
Bhiwandi
90
1
83
2
26500
0
Ahmadnagar Akola
82
0
16
-1
0
0
Thane
Vasai
88
1
85
2
0
0
Thane
Vada
72
-1
30
0
0
0
Nashik
Sinnar
86
1
25
0
21060
0
Thane
Palghar
76
-1
57
1
5826
0
Thane
Mokhada
75
-1
9
-1
0
0
Nashik
Niphad
88
1
23
-1
400
0
Thane
Dahanu
77
-1
32
0
0
0
Thane
Talasari
54
-4
26
0
0
0
Nashik
Trimbakeshwar
82
0
10
-1
0
0
Nashik
Igatpuri
77
-1
27
0
0
0
Nashik
Nashik
92
1
80
2
39530
1
Thane
Vikramgad
76
-1
9
-1
0
0
Thane
Jawhar
73
-1
10
-1
0
0
Raigarh
Tala
72
-1
16
-1
0
0
Bid
Manjlegaon
88
1
19
-1
0
0
Raigarh
Roha
72
-1
42
0
15037
0
Satara
Khatav
81
0
17
-1
0
0
Satara
Patan
75
-1
19
-1
120
0
Satara
Man
85
0
18
-1
0
0
Satara
Phaltan
85
0
27
0
0
0
Satara
Jaoli
76
-1
19
-1
0
0
Satara
Mahabaleshwar
81
0
61
1
0
0
Pune
Shirur
90
1
26
0
0
0
Ahmadnagar Nagar
89
1
60
1
194149
4
Ahmadnagar Parner
87
1
15
-1
2376
0
Ahmadnagar Shrigonda
89
1
15
-1
0
0
Nashik
Yevla
87
1
17
-1
0
0
Nashik
Nandgaon
87
1
33
0
0
0
Nashik
Surgana
80
0
6
-1
0
0
Nashik
Dindori
88
1
12
-1
130
0
Nashik
Baglan
86
1
15
-1
0
0
Nashik
Peint
82
0
7
-1
0
0
Nashik
Kalwan
90
1
12
-1
0
0
Ahmadnagar Rahta
84
0
35
0
0
0
Ahmadnagar Rahuri
83
0
30
0
17
0
Ahmadnagar Kopargaon
86
1
29
0
0
0
Ahmadnagar Shrirampur
85
0
40
0
169
0
Ahmadnagar Karjat
88
1
16
-1
0
0
Nashik
Chandvad
88
1
12
-1
0
0
Nashik
Malegaon
88
1
50
1
0
0
Jalgaon
Jalgaon
87
1
60
1
50509
1
Jalgaon
Parola
73
-1
15
-1
0
0
Dhule
Dhule
81
0
44
0
156
0
Nashik
Deola
87
1
12
-1
0
0
Jalgaon
Erandol
83
0
20
-1
0
0
Jalgaon
Amalner
78
-1
27
0
0
0
Jalgaon
Dharangaon
86
1
17
-1
0
0
LO
REGION DE VE
Appendix 2-3
FINAL REPORT
Other
Service
Investment
Main
Workers
District Tehsil/Taluka
Index
Index
Index
(Rs. In
Workers(%)
(% to
Lakhs)
total
workers)
Solapur
Solapur North
92
1
72
2
62000
1
Pune
Indapur
83
0
21
-1
0
0
Solapur
Mohol
88
1
19
-1
0
0
Solapur
Karmala
84
0
16
-1
0
0
Solapur
Madha
85
0
22
-1
0
0
Pune
Daund
89
1
28
0
0
0
Pune
Baramati
90
1
29
0
11552
0
Satara
Karad
76
-1
29
0
257323
6
Satara
Satara
84
0
47
1
39601
1
Satara
Koregaon
83
0
20
-1
180
0
Satara
Wai
78
0
28
0
6150
0
Satara
Khandala
82
0
30
0
0
0
Ratnagiri
Ratnagiri
71
-1
49
1
63834
1
Ratnagiri
Sangameshwar
72
-1
20
-1
135
0
Ratnagiri
Chiplun
84
0
36
0
99693
2
Aurangabad Gangapur
84
0
22
-1
99567
2
Pune
Khed
86
1
27
0
0
0
Ratnagiri
Dapoli
71
-1
37
0
10
0
Ratnagiri
Mandangad
78
-1
24
0
0
0
MEAN
82
35
14898
SD
8
23
40066
Real estate
Prices
24200
12650
16700
17050
16280
16060
30890
7800
6800
6200
9950
15960
20620
6540
19350
2190
13560
20800
6430
18239
25067
Index
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
-1
0
0
0
No. of Cumulative
Estate
Index*
0
0
0
0
0
0
0
0
0
0
0
100
0
0
0
0
0
0
0
100
0
0
0
0
0
200
100
200
100
100
0
100
100
300
200
0
100
0
211
-27
-9
-24
-14
5
232
215
224
66
68
83
115
31
363
230
-9
62
-46
TABLE C: INFRASTRUCTURE DEVELOPMENT

District
Raigarh
Raigarh
Raigarh
Pune
Raigarh
Pune
Pune
Raigarh
Raigarh
Pune
Raigarh
Pune
Pune
Raigarh
Raigarh
Pune
Pune
Raigarh
Pune
Ratnagiri
Raigarh
Distance
%
Cumulative
Total
from
%
%
SH
Railway
Cumulative
Tehsil/Taluka
Index Water Index
Index Drainage Index Functional NH+SH
MSH
Port Airport
Pucca
Toilets
Only
Station
JNPT (in
supply
Index*100/4
Functional
Km)
Poladpur
60
0
50
0
16
-1
22
-1
-37
0
100 0
100
0
0
25
188
Mhasla
62
0
57
0
24
0
22
-1
-12
100
0 100 100
0
0
25
313
Shrivardhan
64
0
51
0
37
1
31
0
12
100
0
0
0
0
0
25
137
Bhor
69
1
65
1
21
0
41
0
22
100
0
0
0
0
0
25
147
Mahad
63
0
63
0
32
0
33
0
20
0
100 0
0
100 0
25
245
Velhe
74
1
42
-1
12
-1
14
-1
-45
0
100 100
0
0
0
25
180
Purandhar
83
1
60
0
21
0
34
0
25
100
0 100 100
0
0
25
350
Murud
84
1
67
1
36
1
40
0
66
0
100 0
100 200 0
25
491
Alibag
77
1
60
0
37
1
32
0
42
0
100 100 100 300 0
50
692
Pune City
87
2
93
2
67
3
90
2
206
0
100 0
100
0 100
25
531
Pen
69
1
53
0
29
0
30
0
8
100
0
0
100
0
0
100
308
Mawal
76
1
74
1
40
1
51
0
82
0
100 100 100
0
0
25
407
Mulshi
64
0
53
0
16
-1
28
-1
-20
0
100 100 100
0
0
25
305
Sudhagad
51
0
31
-1
20
0
17
-1
-71
100
0
0
100
0
0
50
179
Khalapur
74
1
55
0
42
1
58
1
69
0
100 0
100
0
0
100
369
Haveli
86
1
87
2
54
2
78
2
163
100
0
0
100
0
0
25
388
Ambegaon
70
1
43
-1
19
0
24
-1
-26
100
0
0
0
0
0
25
99
Uran
86
1
77
1
38
1
50
0
93
0
100 0
100
0
0
100
393
Junnar
58
0
49
0
24
0
35
0
-12
100
0
0
0
0
0
25
113
Khed
37
-1
60
0
23
0
18
-1
-47
100
0
0
100
0
0
25
178
Panvel
82
1
68
1
43
1
59
1
97
0
100 100
0
100 0
100
497
A-5
FINAL REPORT
Appendix 2-3
Distance
%
Cumulative
Total
%
%
SH
Railway
from
Index Water Index
MSH
Port Airport
Cumulative
Pucca
Toilets
Only
Station
JNPT (in
supply
Index*100/4
Functional
Km)
Raigarh
Karjat
56
0
32
-1
25
0
29
-1
-42
0
100 0
100
0
0
50
208
Ahmadnagar Sangamner
54
0
41
-1
21
0
27
-1
-41
0
100 100
0
0
0
10
169
Thane
Ulhasnagar
89
2
96
2
67
3
93
2
215
0
100 0
0
0
0
100
415
Thane
Ambarnath
83
1
88
2
52
2
81
2
161
0
100 100 100
0
0
100
561
Thane
Shahapur
51
0
38
-1
18
-1
24
-1
-58
100
0
0
0
0
0
50
92
Thane
Thane
94
2
95
2
68
3
95
2
223
100
0 100 100 100 100
100
823
Thane
Kalyan
92
2
95
2
75
3
93
2
231
0
100 100 100 100 0
100
731
Thane
Murbad
44
-1
29
-1
17
-1
17
-1
-86
0
100 0
100
0
0
50
164
Thane
Bhiwandi
77
1
80
1
30
0
74
2
101
100
0 100
0
100 0
50
451
Ahmadnagar Akola
60
0
42
-1
12
-1
19
-1
-57
0
100 0
0
0
0
25
68
Thane
Vasai
85
1
60
0
73
3
78
2
160
0
100 0
0
100 0
50
410
Thane
Vada
43
-1
23
-2
27
0
21
-1
-74
100
0
0
0
0
0
50
76
Nashik
Sinnar
52
0
47
0
18
-1
36
0
-32
100
0
0
100
0
0
10
178
Thane
Palghar
65
0
50
0
35
1
40
0
20
100
0
0
100 300 0
25
545
Thane
Mokhada
23
-2
9
-2
9
-1
9
-1
-156
0
100 100
0
0
0
10
54
Nashik
Niphad
51
0
52
0
22
0
53
1
-1
100
0
0
0
0
0
10
109
Thane
Dahanu
30
-1
30
-1
20
0
22
-1
-90
100
0
0
100 100 0
25
235
Thane
Talasari
18
-2
6
-2
8
-1
9
-1
-169
0
100 0
100
0
0
25
56
Nashik
Trimbakeshwar 48
0
48
0
33
0
41
0
-6
0
0
0
0
0
0
25
19
Nashik
Igatpuri
64
0
45
0
20
0
33
0
-19
100
0
0
100
0
0
25
206
Nashik
Nashik
74
1
87
2
63
2
82
2
168
100
0
0
100
0 100
25
493
Thane
Vikramgad
20
-2
10
-2
10
-1
8
-1
-159
100
0
0
100
0
0
25
66
Thane
Jawhar
22
-2
21
-2
10
-1
11
-1
-140
0
100 100
0
0
0
25
85
Raigarh
Tala
47
0
42
-1
10
-1
17
-1
-79
0
0
0
100 100 0
25
146
Bid
Manjlegaon
39
-1
44
0
21
0
57
1
-22
100
0
0
100
0
0
10
188
Raigarh
Roha
65
0
57
0
31
0
34
0
15
100
0
0
100
0
0
50
265
Satara
Khatav
72
1
63
0
18
-1
41
0
17
100
0
0
100
0
0
10
227
Satara
Patan
59
0
59
0
12
-1
40
0
-12
0
100 0
0
0
0
10
98
Satara
Man
61
0
44
0
10
-1
25
-1
-49
0
100 100
0
0
0
10
161
Satara
Phaltan
67
1
58
0
21
0
30
0
-2
100
0
0
100
0 100
10
308
Satara
Jaoli
71
1
67
1
16
-1
35
0
11
100
0
0
0
0
0
10
121
Satara
Mahabaleshwar 88
2
63
0
49
1
50
0
98
100
0
0
0
0
0
25
223
Pune
Shirur
70
1
40
-1
21
0
26
-1
-23
0
100 0
100
0
0
25
202
Ahmadnagar Nagar
70
1
73
1
50
2
55
1
95
100
0
0
100
0
0
10
305
Ahmadnagar Parner
60
0
32
-1
10
-1
14
-1
-78
0
100 0
0
0
0
25
47
Ahmadnagar Shrigonda
49
0
33
-1
15
-1
24
-1
-71
0
100 100
0
0
0
10
139
Nashik
Yevla
37
-1
30
-1
17
-1
32
0
-75
0
0
0
0
0
0
10
-65
Nashik
Nandgaon
42
-1
59
0
25
0
49
0
-2
100
0
0
100
0
0
10
208
Nashik
Surgana
19
-2
16
-2
8
-1
6
-2
-159
0
100 0
0
0
0
10
-49
Nashik
Dindori
34
-1
39
-1
15
-1
32
0
-71
100
0
0
0
0
0
10
39
Nashik
Baglan
24
-2
55
0
17
-1
42
0
-52
0
100 0
0
0
0
10
58
Nashik
Peint
39
-1
15
-2
10
-1
6
-2
-132
0
100 100
0
0
0
10
78
Nashik
Kalwan
34
-1
46
0
19
0
27
-1
-63
0
100 0
0
0
0
10
47
Ahmadnagar Rahta
48
0
52
0
26
0
32
0
-21
100
0 100 100
0
0
10
289
Ahmadnagar Rahuri
45
-1
50
0
19
0
26
-1
-46
0
100 100 100
0
0
10
264
Ahmadnagar Kopargaon
42
-1
54
0
19
0
35
0
-34
100
0
0
100
0
0
10
176
Ahmadnagar Shrirampur
46
0
61
0
27
0
38
0
-5
100
0 100 100
0
0
10
305
Ahmadnagar Karjat
43
-1
35
-1
15
-1
22
-1
-76
0
100 0
100
0
0
10
134
Nashik
Chandvad
47
0
25
-1
13
-1
30
0
-79
100
0
0
100
0
0
10
131
Nashik
Malegaon
32
-1
73
1
20
0
62
1
6
0
100 0
0
0
0
10
116
Jalgaon
Jalgaon
57
0
91
2
48
1
85
2
131
100
0
0
100
0 100
10
441
UTH
ORIT Y
O
LI
TA
N
EN
TA
P
O
TR
MUMBAI ME
A-6
Tehsil/Taluka
District
LO
REGION DE VE
FINAL REPORT
Appendix 2-3
Distance
%
Cumulative
Total
%
%
SH
Railway
from
Index Water Index
MSH
Port Airport
Cumulative
Pucca
Toilets
Only
Station
JNPT (in
supply
Index*100/4
Functional
Km)
Jalgaon
Parola
16
-2
76
1
11
-1
69
1
-16
0
100 0
0
0
0
10
94
Dhule
Dhule
38
-1
78
1
29
0
68
1
41
100
0
0
0
0
0
10
151
Nashik
Deola
31
-1
41
-1
13
-1
38
0
-71
0
100 0
0
0
0
10
39
Jalgaon
Erandol
20
-2
82
1
15
-1
76
2
11
100
0
0
100
0
0
10
221
Jalgaon
Amalner
25
-2
82
1
24
0
71
1
24
0
0
0
100
0
0
10
134
Jalgaon
Dharangaon
21
-2
87
2
15
-1
78
2
19
100
0
0
100
0
0
10
229
Solapur
Solapur North
76
1
83
1
47
1
77
2
135
0
100 0
0
0 100
10
345
Pune
Indapur
52
0
43
-1
16
-1
25
-1
-51
100
0
0
100
0
0
10
159
Solapur
Mohol
53
0
40
-1
9
-1
43
0
-45
0
100 0
0
0
0
10
65
Solapur
Karmala
41
-1
35
-1
10
-1
36
0
-73
0
100 100 100
0
0
10
237
Solapur
Madha
53
0
36
-1
13
-1
37
0
-50
100
0
0
100
0
0
10
160
Pune
Daund
64
0
51
0
24
0
34
0
-4
100
0
0
100
0
0
25
221
Pune
Baramati
71
1
62
0
22
0
31
0
11
0
100 0
100
0
0
25
236
Satara
Karad
62
0
77
1
31
0
59
1
63
100
0
0
100
0 100
10
373
Satara
Satara
66
1
75
1
40
1
66
1
89
0
100 0
0
0
0
10
199
Satara
Koregaon
60
0
81
1
19
0
62
1
49
0
100 0
0
0
0
10
159
Satara
Wai
63
0
79
1
25
0
53
1
50
0
100 0
0
0
0
10
160
Satara
Khandala
80
1
82
1
24
0
47
0
68
0
100 0
0
0
0
25
193
Ratnagiri
Ratnagiri
53
0
38
-1
41
1
36
0
-4
100
0
0
100 100 100
10
406
Ratnagiri
Sangameshwar 28
-1
42
-1
27
0
18
-1
-73
100
0
0
0
0
0
10
37
Ratnagiri
Chiplun
46
0
55
0
35
1
34
0
-5
100
0
0
100
0
0
10
205
Aurangabad Gangapur
39
-1
47
0
18
-1
52
1
-29
0
100 0
100
0
0
10
181
Pune
Khed
75
1
46
0
28
0
30
-1
4
100
0
0
0
0
0
25
129
Ratnagiri
Dapoli
23
-2
38
-1
26
0
26
-1
-76
0
100 100
0
0
0
10
134
Ratnagiri
Mandangad
24
-2
51
0
21
0
20
-1
-74
100
0
0
100
0
0
25
151
MEAN
55
54
26
41
SD
20
21
16
22
District
Tehsil/Taluka
Presence of NH+SH/SH Only/MDR/RT/Port/Airport = 100 Score

Distance from JNPT =
Less than 50 km = 100

Between 50 - 100 = 50
Between 100 - 200 = 25
More than 200 = 10
TABLE D: OVERALL DEVELOPMENT STATUS

District
Raigarh
Raigarh
Raigarh
Pune
Raigarh
Pune
Pune
Raigarh
Raigarh
Pune
Raigarh
Pune
Tehsil/Taluka
Poladpur
Mhasla
Shrivardhan
Bhor
Mahad
Velhe
Purandhar
Murud
Alibag
Pune City
Pen
Mawal
Demography
-62
-25
-9
-18
0
-74
20
-1
15
266
-7
48
Economy
-50
-52
-59
-49
134
6
84
-29
175
1564
-2
471
Infrastructure
188
313
137
147
245
180
350
491
692
531
308
407
Total
76
235
68
80
380
113
454
460
883
2362
299
926
A-7
FINAL REPORT
Appendix 2-3
Economy
80
-41
90
422
-15
315
-15
164
365
-46
-11
210
240
-41
1063
372
66
399
-42
101
-64
190
90
-69
86
-43
-118
-32
-35
445
-72
-73
-68
-8
278
-37
36
-32
110
-57
7
14
275
70
-9
-28
-12
-47
77
-30
-55
-20
-16
Infrastructure
305
179
369
388
99
393
113
178
497
208
169
415
561
92
823
731
164
451
68
410
76
178
545
54
109
235
56
19
206
493
66
85
146
188
265
227
98
161
308
121
223
202
305
47
139
-65
208
-49
39
58
78
47
289
P
O
Total
326
89
495
942
54
754
85
319
948
201
160
667
795
52
2106
1193
201
1028
-17
691
-18
354
681
-141
198
142
-156
-121
152
1144
-128
-122
15
109
552
166
99
90
412
30
295
208
659
80
112
-103
218
-177
81
-12
-92
-78
243
UTH
ORIT Y
Demography
-59
-49
35
132
-31
46
-13
-23
87
39
3
42
-6
1
221
90
-30
178
-42
180
-31
-13
46
-125
3
-49
-94
-109
-19
206
-121
-134
-64
-72
8
-24
-34
-39
-6
-34
66
-8
79
-38
-19
-10
22
-81
-35
-41
-116
-106
-30
TR
MUMBAI ME
A-8
Tehsil/Taluka
Mulshi
Sudhagad
Khalapur
Haveli
Ambegaon
Uran
Junnar
Khed
Panvel
Karjat
Sangamner
Ulhasnagar
Ambarnath
Shahapur
Thane
Kalyan
Murbad
Bhiwandi
Akola
Vasai
Vada
Sinnar
Palghar
Mokhada
Niphad
Dahanu
Talasari
Trimbakeshwar
Igatpuri
Nashik
Vikramgad
Jawhar
Tala
Manjlegaon
Roha
Khatav
Patan
Man
Phaltan
Jaoli
Mahabaleshwar
Shirur
Nagar
Parner
Shrigonda
Yevla
Nandgaon
Surgana
Dindori
Baglan
Peint
Kalwan
Rahta
O
LI
TA
N
EN
TA
District
Pune
Raigarh
Raigarh
Pune
Pune
Raigarh
Pune
Ratnagiri
Raigarh
Raigarh
Ahmadnagar
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Ahmadnagar
Thane
Thane
Nashik
Thane
Thane
Nashik
Thane
Thane
Nashik
Nashik
Nashik
Thane
Thane
Raigarh
Bid
Raigarh
Satara
Satara
Satara
Satara
Satara
Satara
Pune
Ahmadnagar
Ahmadnagar
Ahmadnagar
Nashik
Nashik
Nashik
Nashik
Nashik
Nashik
Nashik
Ahmadnagar
LO
REGION DE VE
FINAL REPORT
Appendix 2-3
District
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Nashik
Nashik
Jalgaon
Jalgaon
Dhule
Nashik
Jalgaon
Jalgaon
Jalgaon
Solapur
Pune
Solapur
Solapur
Solapur
Pune
Pune
Satara
Satara
Satara
Satara
Satara
Ratnagiri
Ratnagiri
Ratnagiri
Aurangabad
Pune
Ratnagiri
Ratnagiri
Tehsil/Taluka
Rahuri
Kopargaon
Shrirampur
Karjat
Chandvad
Malegaon
Jalgaon
Parola
Dhule
Deola
Erandol
Amalner
Dharangaon
Solapur North
Indapur
Mohol
Karmala
Madha
Daund
Baramati
Karad
Satara
Koregaon
Wai
Khandala
Ratnagiri
Sangameshwar
Chiplun
Gangapur
Khed
Dapoli
Mandangad
Demography
15
-25
-28
-10
-25
124
69
-20
43
-49
-85
1
-48
27
-8
-39
-32
-32
-6
-6
3
48
11
-19
-11
21
-45
9
-54
15
3
-42
Economy
88
-17
110
-25
-28
12
198
-61
197
-30
-19
-18
-6
211
-27
-9
-24
-14
5
232
215
224
66
68
83
115
31
363
230
-9
62
-46
Infrastructure
264
176
305
134
131
116
441
94
151
39
221
134
229
345
159
65
237
160
221
236
373
199
159
160
193
406
37
205
181
129
134
151
Total
366
134
387
99
78
252
709
13
390
-40
118
117
175
583
124
16
181
114
220
463
592
471
236
209
265
542
23
576
357
135
198
63
A-9
Appendix
2.4
APPENDIX 2.4:
TABLE A: COMPARATIVE ASSESSMENT- MILLION CITIES
A.
Competitive
Indicators
Location
Connected with
Thane
NH 8
Major road
projects
Distance from
JNPT Port
No road Project.
38 km
Availability of rail
connection
5
Avalability of air
connection (Km)
B.
1
C.
1
D.
10
Rank
Thane Railway
station
Chhatrapati
Shivaji
International
(CSIA) in
Mumbai, 43 km
10
10
Composite Rank
Administrative
38
Institutional Set
Up- Existing
10
Thane M.corp
KalyanDombivli
Rank
MSH - 2
BhiwandiKalyan-Shil
Phata
Highway
Project.
NH - 4, NH-9
10
10
Pune City
Integrated Road
Development
Project.
10
KalyanDombivli
M.corp
Rank
10
45 km
Kalyan
Railway
Station
Chhatrapati
Shivaji
International
(CSIA) in
Mumbai, 54
km
Pune
10
Pune Railway
Station
10
Pune
International
Airport
Rank
NH-4
Nashik
Rank
10
NH- 3
10
Mumbai-Nashik
Highway Project.
10
No road Project.
8
120 km
Pimpri
Chinchwad
44
46
10
10
Pune M.corp
128
10
Pimpri Railway
Station
186 km
Nashik Road
Railway Station
10
Pune
International
Airport, 15 km
6
Deolali and Ojar
Airforce Base.
36
Pimpri
Chinchwad
M.corp
42
10
10
Nashik M.corp
Composite Rank
Urban Growth and Spatial Spread
%Urban
Population
Growth (AAGR
91-01)
5
10
10
10
10
10
10
Composite Rank
Economy
Industrial
Development
Location of
Thane (Wagle
Estate), an "A"
group Major
Industrial area.It
is one of the
oldest industrial
areas in India. It
is in the vicinity
of Mumbai and
Navi
Mumbai.These
industrial area
houses mostly
chemical,
engineering,
textile and
5
6
Kalyan Bhiwandi a
major
industrial area
is located
near the city.
10
10
7
8
Pune has a
stong economy
because it is a
industrial hub
and a major
investment
destination in
the world. It's
economy is
driven by its
manufacturing
industry,
although
information
technology has
become
increasingly
10
5
10
The PimpriChinchwad
Industrial Area is
one of the
pioneer industrial
areas in
Maharashtra,
established in
the year 1962. It
is one of
Maharashtra's
most prestigious
industrial parks,
fully developed
comprehensive
infrastructural.
Some of the
10
8
Large number of
Industrial Estate
are growing at
fast pace in
Nashik. It is
popularly known
as "Wine Capital
of India", or the
"Grape City". It is
home to an
important
thermal power
plant (Eklahare)
and chief
exporter of white
onion and
pomegranates
10
A-1
FINAL REPORT
Appendix 2-4
KalyanDombivli
Rank
electrical indus
Many IT
companies,
BPO's and
Computer
sofware Industry
are located in
the city. The
BPO's and
software
industries are
Service Industry
attracted by the
Development (IT)
excellent
infrastructure,
and by
transportation
links, the
proximity to
Mumbai city,
readily available
skilled
manpower,
SEZs(existing
and formal
approved by
GOI)
3
3
4
WPR
Proposed
investments* (in
lakhs)
Composite Rank
D.
1
2
3
Infrastructure
% Gap - HH
Access to Tap
Water Supply
% Gap - access
to toilet facility
% Gap - HH with
Drainage
Public Transport
System
Composite Rank
prominent in the
last decade.
The automo
Slowly
IT/ITES
services are
making its
presence in
the town. BPO
are also
coming up in
the city.
10
0
34
10
Thane Municipal
Transport (TMT)
buses, and rail
Services.
22%
10
10
34
4%
KalyanDombivli
Municipal
Transport
(KDMT).
Many renowned
Indian and MNC
firms have big
establishments
in Nashik.Nashik
is also emerging
as a BPO/IT
destination and
is in list of the
selected Tier II
cities for BPO/IT
companies.
6
39530
26
6
33%
10
10
40
11%
(PMT)Pune
Municipal
Transport
34
6%
30
7%
10
10
10
No Investment
32
10
Rank
1
35
3%
10
Nashik
7800
24
Rank
Software and
Information
Technology
companies like
Infosys and
Wipro has
started their
operation in the
city. There are
highly skilled
workmen in
Pimpri
Chinchiwad that
can complete
industrial and
educational jobs
to the best
quality.
6
34
5%
10
Pimpri
Chinchwad
most renowne
10
73561
34
5%
Pune has a
rapidly growing
software
industry.Many
BPO companies
have also seen
significant
growth. The
growing
software
industry has led
to the
construction of
IT parks to
encourage new
IT companies.
0
6
91810
38%
Rank
8%
8
40%
14%
10
32
Pimpri
Chinchwad
Transport
Service
10
31%
13%
(MSRTC)
Maharashtra
State Road
Transport
Corporation.
30
P
O
25
TR
MUMBAI ME
A-2
33
Pune
UTH
ORIT Y
Rank
O
LI
TA
N
EN
TA
Thane
Competitive
Indicators
LO
REGION DE VE
FINAL REPORT
Appendix 2-4
E.
G.
1
2
Competitive
Thane
Indicators
Social Infrastructure
56 - Nursary,
133 - Primary
Education
School, 8 Secondary
School.
24 dispensaries
and primary
health centers, 1
diagnostic
center, 4
Health
maternity
homes, 1
paediatric
hospital and 500
bed hospital.
Composite Rank
Environment
Natural Hazard
Zone
10
KalyanDombivli
Rank
106- Primary
Schools
2 Muncipality
Hospitals, 17 Private
Hospitals &
Health
centers.
10
18
Moderate
Pune
826 - Schools
and Colleges.
55 - Disp. And
Hospitals
18
8
Moderate
Rank
Pimpri
Chinchwad
10
Municipal
Schools-134,
Private Schools 208
10
Rank
Municipal
Hospital - 6,
Municipal
Dispensaries 17.
10
20
Moderate
10
Nashik
Rank
Corporation High
School - 4. 58 Private Primary
Schools.
City Health
Clinics - 6,
Hospital - 1,
Mobile
Dispensaries - 4.
20
Moderate
10
14
Low
10
Air Quality
15
10
58
18
17
28
NO2-Industrial
22
67
20
10
23
20
10
RSPM-Industrial
Slum
population(%)
57
93
64
50
53
33%
SO2-Industrial
Rank
10
3%
21%
13%
13%
Composite Rank
36
24
40
38
40
Total Rank
178
166
188
170
169
*Note Data Base

available at
Taluka Level
A-3
Appendix
3.1
APPENDIX 3.1:
TABLE A: DEMOGRAPHY AND SOCIAL DEVELOPMENT

District
Thane
Class I
Towns
Nashik
Ahmadnagar
Raigarh
Dhule
Jalgaon
Aurangabad
Satara
Sangli
Solapur
Bid
Jalna
Population
2001
Town
Virar (M Cl)
Nalasopara (M Cl)
Navghar-Manikpur (M Cl)
Mira-Bhayandar (M Cl)
Navi Mumbai (M Corp.)
Bhiwandi (M Cl)
Ulhasnagar (M Corp.)
Ambarnath(M Cl)
Malegaon (M Cl)
Ahmadnagar (M Cl)
Panvel (M Cl)
Dhule (M Cl)
Bhusawal (M Cl)
Jalgaon (M Cl)
Aurangabad (M Corp.)
Satara (M Cl)
Sangli-Miraj Kupwad (M Corp.)
Barshi (M Cl)
Solapur (M Corp.)
Bid (M Cl)
Jalna(M Cl)
118928
184538
116723
520388
704002
598741
473731
203804
409403
307615
104058
341755
172372
368618
873311
108048
436781
104785
872478
138196
235795
Population
Density
(
sq. Km)
6093
22782
19454
6554
6761
22671
21533
NA
31614
16819
8564
7356
12883
5918
6305
14050
NA
2889
NA
16670
2888
AAGR
(91-01)
Literacy
Rate
8
11
13
11
9
5
3
NA
2
5
6
2
2
4
4
1
7
2
3
2
3
77
78
83
77
73
65
74
72
65
77
77
74
77
75
71
80
75
71
66
71
66
TABLE B: ECONOMIC DEVELOPMENT

Town
Class I Towns
Virar (M Cl)
Nalasopara (M Cl)
Bhiwandi (M Cl)
Ambarnath(M Cl)
Malegaon (M Cl)
Ahmadnagar (M Cl)
Pimpri Chinchwad (M Corp.)
Dhule (M Cl)
Bhusawal (M Cl)
Jalgaon (M Cl)
WPR
Main
Workers
Other
Services
Land
Rates
37
35
36
37
38
42
33
33
27
32
35
28
27
29
92
94
97
96
94
97
94
89
97
93
94
91
92
93
96
96
98
98
98
97
96
96
96
90
95
92
92
87
27000
0
30000
60000
100000
25000
33000
25000
32000
31000
100000
34000
28000
51000
SEZ. IT
Park, Other
economic
activities
0
0
0
0
50
50
0
0
0
0
50
0
0
0
Dist
HQ
Taluka
HQ
0
0
0
0
0
0
0
0
100
100
0
100
0
100
0
0
0
0
0
100
100
100
0
0
0
0
100
0
FINAL REPORT
Appendix 3-1
Town
Satara (M Cl)
Barshi (M Cl)
Solapur (M Corp.)
Bid (M Cl)
Jalna(M Cl)
WPR
Main
Workers
Other
Services
Land
Rates
29
30
32
31
35
26
29
95
95
91
91
93
93
88
95
94
81
85
71
93
92
47000
252200
32500
22000
32670
23000
32000
SEZ. IT
Park, Other
economic
activities
50
50
0
0
0
0
0
Dist
HQ
Taluka
HQ
100
100
100
0
100
100
100
0
0
0
100
0
0
0
TABLE C: INFRASTRUCTURE DEVELOPMENT

Drainage
NH
MDR
Railway
Station
Port
Airport
Virar (M Cl)
Nalasopara (M Cl)
Bhiwandi (M Cl)
Ambarnath(M Cl)
Malegaon (M Cl)
Ahmadnagar (M Cl)
Panvel (M Cl)
Dhule (M Cl)
Bhusawal (M Cl)
Jalgaon (M Cl)
Satara (M Cl)
Barshi (M Cl)
Solapur (M Corp.)
Bid (M Cl)
Jalna(M Cl)
25106
45754
28476
106426
144856
105996
101595
43489
55611
59929
21231
42890
26408
58637
129701
18025
65660
13155
91314
19518
40732
91
69
93
94
95
91
96
97
90
93
98
88
93
98
92
97
90
96
96
89
73
79
90
94
82
68
33
67
52
25
75
81
53
66
63
89
66
66
43
52
74
67
92
93
94
94
94
94
93
92
81
67
91
67
91
90
90
89
68
63
79
88
84
0
0
0
0
100
100
0
0
100
100
100
100
100
100
100
100
0
0
100
100
100
100
0
0
100
100
0
0
0
100
100
0
0
100
100
100
100
100
100
100
100
0
100
100
100
100
100
0
0
100
0
100
100
0
100
100
100
0
100
100
100
0
100
0
0
100
0
0
100
0
0
0
0
100
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
100
100
0
100
0
100
0
0
P
O
Distance
from
JNPT
100
100
100
100
100
100
100
100
10
10
100
10
10
10
10
10
10
10
10
10
10
UTH
ORIT Y
Toilets
O
LI
TA
N
EN
TA
Water
supply
TR
MUMBAI ME
A-2
Total
HHs
Class I
Towns
Town
LO
REGION DE VE
Appendix
3.1
(A)
SCREENING OF URBAN NODES
APPENDIX 3.1(A):
Connectivity
Potential zones
Assumptions
Urban nodes
ZoneA: MMR
ZoneA: MMR
Panvel
Khopoli
Virar
Nalasopara
NavgharManikpur
Mira-Bhayandar
Thane
Navi Mumbai
Bhiwandi
Kalyan-Dombivli
Ulhasnagar
Ambarnath
Badlapur
Zone B:
Zone B: Potential
Potential
Development Region
Development
Total
Region
Palghar
Nashik
Vada
Igatpuri
Sinnar
Peint
Yevla
Dahanu
Talasari
Tarapur
Uran
Dighi
Mangaon
Mhasla
Tala
Rajgurunagar
(Khed)
Shirur
Ranjangaon
Ganpati
Shrivardhan
Daund
Shirdi
Chandvad
Deolali
Sangamner
Lonavala
Pimpri
Chinchwad
Pune
Kirkee
Zone C:
Zone C: Potential
Potential
growth corridor
growth
corridor
Malegaon
Dhule
Jalgaon
Amalner
Baramati
Ratnagiri
Satara
Karad
Solapur
Zone D: Spilll
Zone D: Spilll over
over growth
growth region
region
Manmad
Kopargaon
Shrirampur
Ahmadnagar
Phaltan
Population
Population AAGR (1991- Proxmity to
(2001)
01)
JNPT
above 10%=10 0-50 = 100
5-10%=50
50-150 = 150
0-5%=25.
above 150 =25
No
Road
Connectivity
NH,SH = 100
SH = 50
MDR = 25
Scale of Agglomeration (committed & proposed industrial areas/estates/sezs)

Policy incentives
Plots
available for
Land acquired
allotment in
Proposed
for Proposed
industrial
industrial
industrial
Govt. Policy incentives
Industrial estates
estates
estates
estates
Five star& M.I=2 = 100 less than 50 = above 6 = 100 above 2000 = 100 High incentives = 100
M.I= 50
50-100 = 50 3-6 = 50
500-2000 = 50
Medium incentives =50
Mini,G.C =25
above 100 = 250 - 2 = 25
less than 500 = 25 Low Incentives = 25
NA = 0
0=0
0=0
Rail Connectivity
Connected = 100
Not connected = 0
Score
K.M
Score
Category
Score
Connectivity
Score
50
25
50
100
26.77
40
120
100
100
50
100
NH, SH
NH, SH
SH
SH
100
100
50
50
YES
YES
YES
NO
100
100
100
0
116723 16.6
100
100
25
50
25
1193512
473731
203804
97948
25
25
25
25
100
50
1.6
2.5
52677 13.6
1077236 5.1
14286 2.3
31539 3.3
31630 2.0
7489 4.1
43207 2.3
44401 2.8
3444 -5.7
7014 4.0
23251 2.7
4085 1.5
1362 4.7
8763 1.8
5050 0.6
17636
26999
25
25
25
25
25
25
0
25
25
25
25
25
25
4.6
25
3.9
25
No
3
2
0
0
1
0
0
0
0
0
0
0
4
2
0
0
Score
Category
Score
No
Score
No
Score
Ha
25
25
0
0
NA
NA
NA
NA
0
0
0
0
NA
NA
NA
NA
0
0
0
0
0
3
0
0
0
50
0
0
0
1460
0
0
Score
Depth Meters
Score
Quantitiy
Score
KV
Score
KV
Score
Width
Score
No
Score
Composite
Score
50
0
0
25
100
100
50
32.06
33.69
45.93
45.93
25
25
25
25
2-5 m
2-5 m
2-5 m
2-5 m
100
50
50
50
Very Much Surplus

Very Much Surplus
Very Much Surplus
Very Much Surplus
100
100
100
100
400
220
220
220
100
50
50
50
220 KV, 400 KV

400 KV
765 KV
0
50
50
100
0
24
24
12
12
50
50
50
50
5
0
0
0
25
0
0
0
875
900
750
600
50
NO
NA
NA
Low Incentives
25
6100
100
45.93
25
2-5 m
50
Very Much Surplus
100
220
50
765 KV
100
12
50
750
100
100
100
0
0
5
10
0
0
2
0
1
0
2
3
0
0
9
13
1
0
50
50
25
NA
M.I-2
NA
NA
0
100
0
0
NA
0
0
0
0
0
0
0
1
0
0
0
25
0
0
0
263.02
0
0
0
25
Low Incentives
Low Incentives
Low Incentives
Low Incentives
25
25
25
25
10600
16300
56
YES
YES
YES
NO
4100
50
50
25
100
14.17
14.17
14.17
35.43
100
100
100
25
0-2 m
0-2 m
2-5 m
2-5 m
100
100
50
50
Very Much Surplus

Very Much Surplus
Very Much Surplus
Very Much Surplus
100
100
100
100
400
400
400
400
100
100
100
100
0
0
0
765 KV
0
0
0
100
48
48
24
24
100
100
50
50
0
24
5
2
0
50
25
25
875
1100
875
825
45
40
30
50
100
100
100
100
SH
SH
SH
SH
50
50
50
50
YES
YES
YES
100
100
100
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
25
0
M.I-2
NA
M.I-2
M.I-1
100
0
100
50
0
0
100
100
0
0
2
0
0
0
25
0
0
0
987.31
0
0
0
50
0
Low Incentives
Low Incentives
Low Incentives
Low Incentives
25
25
25
25
8700
3200
7000
650
50
100
100
100
25.32
0.00
34.00
34.00
25
100
25
25
2-5 m
2-5 m
2-5 m
2-5 m
50
50
50
50
Very Much Surplus

Very Much Surplus
Very Much Surplus
Very Much Surplus
100
100
100
100
400
400
400
400
100
100
100
100
765 KV
400 KV
400 KV
0
100
50
50
0
24
24
12
12
50
50
50
50
4
4
1
0
25
25
25
0
900
875
1100
775
115
186
90
142
215
230
250
180
166
158
5
177
130
140
120
50
25
50
50
25
25
25
25
25
25
100
25
50
50
50
SH
NH, SH
SH
NH, SH
NH, SH
SH
SH
SH
NH, SH
SH
SH
SH
NH, SH
SH
SH
50
100
50
100
100
50
50
50
100
50
50
50
100
50
50
YES
YES
NO
YES
NO
NO
YES
YES
NO
YES
YES
NO
YES
NO
NO
100
100
0
100
0
0
100
100
0
100
100
0
100
0
0
0
1
0
1
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
0
0
0
0
0
0
0
1
0
0
0
0
25
0
25
0
0
0
0
0
0
0
25
0
0
0
NA
M.I-2
0
0
5 star-1,G.C-1
Mini-1
0
0
0
M.I-1
0
0
0
0
0
0
100
0
0
100
25
0
0
0
50
0
0
0
0
0
0
100
0
0
50
100
0
0
0
50
0
0
0
0
0
0
0
0
0
2
4
25
25
0
0
0
0
0
0
0
0
0
0
0
0
0
487.37
2661.61
0
0
0
0
0
0
0
0
0
0
0
0
0
25
100
0
0
0
0
0
0
0
0
0
0
B-Medium incentives
B-Medium incentives
High incentives
High incentives
High incentives
High incentives
High incentives
Medium incentives
High incentives
Medium incentives
Low Incentives
High incentives
High incentives
High incentives
High incentives
50
50
100
100
100
100
100
50
100
100
25
100
100
100
100
2600
62000
113
55
41
12
51
105
95
77
84
111
31
100
16
100
25
100
100
100
100
100
100
100
100
100
100
100
100
100
38.91
9.62
47.15
20.85
10.31
46.99
10.21
45.05
27.65
45.05
14.08
12.26
17.05
15.15
6.93
25
100
25
50
100
25
100
25
25
25
50
50
50
50
100
2-5 m
5-10 m
5-10 m
5-10 m
5-10 m
5-10 m
5-10 m
5-10 m
2-5 m
2-5 m
2-5 m
2-5 m
2-5 m
2-5 m
2-5 m
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
Very Much Surplus

Normal
Very Much Surplus
Normal
Normal
Very Much Surplus
Normal
Very Much Surplus
Very Much Surplus
Very Much Surplus
Very Much Surplus
Very Much Surplus
Very Much Surplus
Very Much Surplus
Very Much Surplus
100
50
100
50
50
100
50
100
100
100
100
100
100
100
100
132
220
220
132
132
220
132
132
220
220
220
0
220
110
0
25
50
50
25
25
50
25
25
50
50
50
0
50
25
0
765 KV
132 KV, 220 KV
220
0
220
0
132
0
0
110
400
400
0
400
400
100
50
50
0
50
0
25
0
0
25
50
50
0
50
50
6
24
24
24
0
12
24
6
24
6
12
0
24
12
12
25
50
50
50
0
50
50
25
50
50
50
0
50
50
50
0
27
0
0
0
0
0
0
0
0
0
0
1
0
0
0
50
0
0
0
0
0
0
0
0
0
0
25
0
0
775
975
650
775
900
700
700
575
600
800
750
575
800
650
675
160
185
25
25
SH
SH
50
50
NO
NO
0
0
1
0
0
0
0
0
1
0
25
0
0
0
0
0
0
0
25
0
13224
0
100
0
High incentives
Medium incentives
100
50
107
82
100
100
2.26
3.31
100
100
5-10 m
5-10 m
50
50
Normal
Normal
50
50
132
132
25
25
220
132
50
25
24
24
50
50
0
0
0
0
775
550
170
156
190
265
250
196
220
120
25
25
25
25
25
25
25
50
SH
SH
SH
SH
NH, SH
SH
NH, SH
NH, SH
50
50
50
50
100
50
100
50
NO
NO
YES
NO
NO
YES
NO
YES
0
0
100
0
0
100
0
100
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
25
0
0
0
0
0
25
25
5 star-1
0
0
0
0
NA
Mini-1,
NA
100
0
0
0
0
0
25
0
58
0
0
0
0
0
0
0
3115.72
0
0
0
0
0
0
0
100
Medium incentives
High incentives
High incentives
High incentives
High incentives
Medium incentives
Medium incentives
Medium incentives
50
100
100
100
100
50
50
50
107
111
97
45
46
10000
7350
4800
100
100
100
100
100
50
100
100
3.31
12.26
6.65
0.26
9.23
9.62
19.28
19.29
100
50
100
100
100
100
50
50
5-10 m
2-5 m
5-10 m
10-20 m
5-10 m
5-10 m
10-20 m
0-25 m
50
50
100
25
50
50
25
25
Normal
Very Much Surplus
Normal
Normal
Deficit
Normal
Normal
Normal
50
100
50
50
25
50
50
50
220
0
132
220
0
220
132
400
50
0
25
50
0
50
25
100
0
400
0
132
132
132 KV, 220 KV
132 KV
0
0
50
0
25
25
50
25
0
0
6
12
24
24
24
24
24
0
25
50
50
50
50
5
50
0
0
0
0
1
1
4
0
0
0
0
0
25
25
25
0
675
575
725
625
625
750
555
875
13
2
25
25
25
SH
NH, SH
NH, SH
100
100
100
YES
YES
NO
100
100
0
0
15
0
0
3
0
0
11
0
0
29
0
0
100
0
Mini-1,
M.I-2.
NA
25
100
0
409403 1.8
341755 2.1
368618 4.3
91490 1.8
51334 1.4
70383 2.2
108048 1.3
56161 -0.1
872478 3.5
25
25
25
25
25
25
25
0
25
290
320
396
340
200
295
220
295
362
25
25
25
25
25
25
25
25
25
NH, SH
NH, SH
NH, SH
SH
SH
NH, SH
NH, SH
NH, SH
NH, SH
100
100
100
50
50
100
100
100
100
NO
YES
YES
YES
YES
YES
NO
YES
YES
0
100
100
100
100
100
0
100
100
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
25
NA
M.I-2
M.I-1
NA
M.I-1,G.C-1
M.I-1
M.I-2
G.C-1,
M.I-1
0
100
50
0
50
50
100
25
50
72401
59970
81255
307615
50800
25
25
25
50
25
270
300
255
290
260
25
25
25
25
25
SH
SH
SH
MSH, SH
SH
50
50
50
100
50
YES
YES
YES
YES
NO
100
100
100
100
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
NA
NA
G.C-1
M.I-1
NA
0
0
25
50
0
1.7
2.3
1.3
5.4
1.4
Score
22500
2000
4900
50
100
100
100
195
180
25
Rs./sq.m
25
25
25
25
SH
50
25
0
50
Score
SH
NH, SH
NH, SH
NH, SH
1012472 7.0
2538473 4.9
77473 -0.1
25
Category
Low Incentives
Low Incentives
Low Incentives
Low Incentives
Score
50
100
100
50
100
25
25
25
Agriculture open land

value
less than 8000 = 100
8000-25000 = 50
above 50000 = 25
Forest area in
respective
PowerOFC cable
Prospects of
urban node
Transmissio Proposed Transmission
network
Skilled man
n line
tehsil
Ground water levels Surface water availability
availability
power
lines
less than 10 = 10 below 2 = 100
Very much surplus = 100
48 Fibre = 100 above 30 = 100
400 kv = 100 765 kv = 100
Normal = 50
10-25 = 50
24 & 12 Fibre = 510-30 =50
2-10 =50
220 kv = 50
220 & 400 kv = 50
Defict = 25
above 25 = 100 above 10 =25
1-10 = 25
132 & 110 kv =132 kv = 25
6 Fible = 25
High Deficit = 0
0=0
100
75
38
5937 5.6
15186 0.3
42204 2.4
5.6
26184
18557 2.2
50620 13.9
61958 2.4
55652 1.5
25
Infrastructure
Land Availability
Formal
Principal
approved approved Notified
SEZs
SEZs
SEZs Total
above 20 = 100
10-20 = 50
1-10 = 25
0=0
104058 5.8
58664 2.7
118928 7.5
184538 10.5
520388 11.5
1262551 4.6
704002 8.6
598741 4.7
SCREENING OF URBAN NODES
22
22
38
88
12
72
44
100
3
110
49
85
135
9
50
0
0
0
0
0
0
0
0
0
7
0
0
0
0
0
0
0
100
100
100
0
0
0
0
0
0
0
0
0
0
0
0
0
Low Incentives
Low Incentives
Low Incentives
25
25
25
13500
635000
7800
50
25
100
10.66
0.00
0.00
50
100
100
5-10 m
5-10 m
5-10 m
50
50
50
Normal
Normal
Normal
50
50
50
400
400
400
100
100
100
133 KV, 220 KV

400 KV, 765 KV
0
50
100
0
24
48
48
50
100
100
0
68
0
0
100
0
825
1200
650
0
100
25
0
100
25
100
50
0
2
0
0
0
0
0
0
0
1
25
0
0
0
0
0
0
0
25
303.2
0
0
0
0
0
0
0
590.16
25
0
0
0
0
0
0
0
50
Medium incentives
High incentives
High incentives
High incentives
High incentives
High incentives
High incentives
High incentives
High incentives
50
100
100
100
100
100
100
100
100
13500
8300
979000
878000
705680
2450
6600
5060
6490
50
50
25
25
25
100
100
100
100
19.77
20.71
5.19
0.88
3.58
0.01
9.59
10.18
1.32
50
50
100
100
100
100
100
100
100
5-10 m
5-10 m
10-20 m
5-10 m
5-10 m
5-10 m
5-10 m
5-10 m
5-10 m
50
50
25
50
50
50
50
50
50
Deficit
Normal
Deficit
Deficit
Normal
Very Much Surplus
Very Much Surplus
Very Much Surplus
High Deficit
25
50
25
25
50
100
100
100
0
220
400
132
220
220
132
220
400
400
50
100
25
50
50
25
50
100
100
220 KV
132 KV, 220 KV
133 KV, 220 KV
134 KV, 220 KV
0
0
110 KV
400 KV
132 KV, 220 KV
50
50
50
50
0
0
25
50
50
24
24
24
24
12
24
24
24
24
50
50
50
50
50
50
50
50
50
0
10
13
0
2
5
15
6
5
0
25
50
0
25
25
50
25
25
575
975
775
650
800
875
975
975
975
0
0
25
100
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
High incentives
Medium incentives
Medium incentives
Medium incentives
High incentives
100
50
50
50
100
950000
3000
6000
20500
3800
25
100
100
50
100
21.53
0.77
0.00
7.21
6.64
50
100
100
100
100
5-10 m
5-10 m
2-5 m
10-20 m
5-10 m
50
50
100
25
50
Deficit
Normal
Normal
High Deficit
Normal
25
50
50
0
50
132
220
400
220
132
25
50
100
50
25
132 KV
132 KV, 220 KV
0
132 KV
0
50
50
0
25
0
12
24
12
24
12
50
50
50
50
50
2
3
0
3
1
25
25
0
25
25
600
725
800
800
600
A-1
Appendix
5.1
TRAFFIC CHARACTERISTICS- YEAR 2008
APPENDIX 5.1:
TRAFFIC CHARACTERISTICS-
YEAR 2008
TRAFFIC VOLUME ON
ROAD NETWORK - 2008
1.
For assessment of traffic operating conditions on
the roads, the basic data required is traffic volume, no. of
lanes, capacity values, etc. Traffic volume on the major road
corridors/ links of the state for the base year i.e. 2008 has
been estimated using the secondary studies and the details
are described in the following sections.
2.
Traffic estimates on the road network identified in
the search zone has been carried out using the traffic data
reported/ published in the following studies.
(a) Maharashtra State Road Project II: Strategic Option

Study (SOS), 1996, Public Works Department,
Government of Maharashtra;
(b) Study on Identification of High Density Secondary Road
Corridors, 1997, Public Works Department, Government
of Maharashtra;
(c) DPR for 4/6 Laning of Vadape-Gonde Section of NH 3
from Km 539/500 to Km 440/000, NHAI, 2002;
(d) Traffic Studies & Financial Modeling for DhulePimpalgaon Section of NH 3, NHAI, 2005;
(e) Feasibility study for 6 laning of Pune Satara section of
NH-4, NHAI, 2008;
(f) Feasibility Study for 6 Laning of Surat - Dahisar Section
of NH-8, NHAI, 2007;
(g) Traffic Review Study for Improvement of Shil-KalyanBhiwandi Road, MSRDC, 2005;
(h) Comprehensive Transportation Study for MMR,
MMRDA, 2005-2008;
(i) Pune Urban Infrastructure Project, MSRDC, 2003;
(j) Master Plan for Nashik, Nashik Municipal Corporation,
2006;
(k) DPR for Nanded City Roads under JNNURM, Nanded
Municipal Corporation, 2006;
(l) Kolhapur Integrated Road Development Project,
MSRDC & Kolhapur Municipal Corporation, 2003; and
(m) 20 ROBs Feasibility Study, MSRDC, 2004.
3.
Brief discussion on the traffic data compiled is
presented in the following sections.
a) Maharashtra State Road Project II: Strategic

Option Study (SOS), 1996, Public Works
Department, Government of Maharashtra
4.
Maharashtra State Road Project II: Strategic Option
Study was initiated by PWD, Government of Maharashtra in
collaboration the World Bank in 1996 to identify the
immediate needs of road development. As part of the study,
about 4,000 kms of road length (35 corridors) were studied
with respect to condition and levels of utilization, thereon
proritise the corridors for subsequent feasibility studies
keeping overall development in view.
5.
The 35 study corridors have been divided in to 97
road links, with major urban centres, carriageway, road
condition and traffic level as criteria to achieve nearhomogeneity among link characteristics. The traffic volume
was conducted at 101 locations and origin-destination
surveys at 23 locations to appreciate the traffic intensity and
desire pattern. The road inventory, road condition, traffic
speed and strip mapping surveys were conducted on entire
4,000 km corridor length.
6.
Salient findings and recommendations of the study
are as follows:
(a) 90% of the road length was below two-lane configuration

without paved shoulders which would mean about 3,600
kms of road length was economic capacity less than
12,000 PCUs/day;
(b) About 40% of corridor length was observed to be poor or
bad and about 50% was observed to be fair/ satisfactory
in terms of condition;
(c) Traffic volume analysis indicate that, about 25% of
corridor length has been experiencing more than 10,000
PCUs/day and about 50% of the corridor length
experiencing volumes in the range of 5,000-10,000
PCUs/day;
(d) Traffic composition analysis indicates that, commercial
vehicles were observed to be in the range of 28-93%
with a median value of about 67%. The share of
passenger vehicle traffic was observed to be in the
range of 5-30% and slow moving traffic share being
about 14%;
A-1
FINAL REPORT
Appendix 5-1
(e) The observed traffic movement pattern indicate that,

about 48% of passenger and more than 70% of goods
traffic have lead length of more than 50 km;
(f) About 65% of the study corridor length was observed to
be experiencing journey speeds of around 35-45 kmph.
(g) More than 630 km of road length have a VC (Volume to
Capacity) ratio of more than 1.5 and while about 760 km
have a VC ratio in the range of 1.0 to 1.5. These figures
indicate that, about 35% length of study corridors
experiencing VC ratio more than one.
(h) To address the problem of proritisation of study corridors
in a scientific and comprehensive manner, a set of nine
parameters 1. Volume to Capacity ratio, 2.Commercial
vehicle density, 3. Condition index, 4. Connectivity
index, 5. Growth priority index, 6. Backwardness index,
7. Project accessibility index, 8. Traffic desire index and
9. Economic Internal rate of Return have been
developed and quantified for the study corridors.
(i) The emerged proritised study corridors extend over a

length of 1971 km. The distribution of prioritized
corridors by planning regions reveal that, in Vidharbha
region about 572 km, in Marathawada region about 769
km, and in the rest of Maharashtra about 630 km of
corridors were identified as part of the road development
package.
7.
Average Daily Traffic (ADT) at the traffic survey
locations calculated based on primary surveys carried out in
1996 and the forecasted traffic for the year 2001 and 2006
using elasticity method is presented in Table 1. The ADT for
the year 2008 has been approximately estimated based on
the estimated traffic data for the year 2006 by assuming
Compound Annual Growth rate (CAGR) of 5% and the
estimated traffic in PCUs/day is also presented in Table 1.
Table 1: ADT on Identified Road Corridors in MSRP II: Strategic Option Study for the Years 1996, 2001, 2006 and 2008
16
9
71
33
35
38
25
55
29
50
75
23
30
35
55
39
88
6
38
48
49
29
51
44
76
60
35
20
56
ADT-2001
ADT-2006
ADT-2008
Veh.
PCU
Veh.
PCU
Veh.
PCU
Veh.
PCU
6771
11347
6545
5874
5866
4477
4515
2883
3850
4088
5716
3672
4905
5642
3295
8053
6032
11806
9502
5958
10572
7952
8608
10385
5876
7264
5794
12546
6280
14897
14996
10394
10184
9684
5415
3398
5751
6574
7564
10814
5953
9509
8837
5863
9557
9918
19260
13491
8432
15163
12395
10513
14777
8875
8848
10668
21786
11684
10510
15841
9271
7895
7955
5378
5134
3861
4945
5720
7374
4901
6731
7449
4398
9860
8712
16584
13952
8471
15233
11688
9481
14804
8244
9312
8224
17294
9116
23121
20935
14723
13688
13133
6505
3864
7702
8443
10583
13951
7946
13049
11667
7826
11702
14324
27055
19809
11989
21848
18218
11579
21065
12451
11342
15142
30030
16960
17271
25628
14996
12591
12732
8221
7721
5998
7522
9035
11417
7609
10560
11598
6802
14957
14830
28029
24098
14297
25731
19857
13951
24675
13793
15231
13810
28685
15616
37996
33870
23815
21829
21019
9944
5811
11965
12844
16717
21599
12336
20472
18166
12104
17750
24384
45726
34214
20234
36905
30952
17039
35110
20832
18552
25428
49812
29054
19041
28255
16533
13881
14037
9064
8513
6613
8293
9961
12587
8389
11642
12787
7500
16490
16350
30902
26568
15763
28368
21893
15381
27204
15206
16792
15226
31626
17217
41891
37342
26256
24066
23173
10963
6407
13191
14161
18430
23813
13600
22570
20028
13345
19569
26883
50413
37721
22308
40688
34125
18785
38709
22967
20454
28034
54918
32032
P
O
UTH
ORIT Y
Juchadra-NH3
NH3-Kalyan
Kalyan-SH46
SH46-NH50
NH50-SH50
SH50-Ahmednagar
Ahmednagar-District Border
Dhule-Chalisgaon
Chalisgaon-Kannad
Kannad-Aurangabad
Aurangabad-Waringodri
Waringodri-Georai
Georai-Beed
Beed-Chowsala
Chowsala-SH77
SH77-Tuljapur
NH17-Kolhapur
Kolhapur-NH4
NH4-Miraj
Miraj-Xng of SH78
Xng of SH78-Sangola
Sangola-Mangalvedha
Mangalvedha-Solapur
Solapur-Tuljapur
Tuljapur-Latur
Latur-Ahmedpur
Ahmedpur-Loha
Nanded SH 220
SH220 Umarkhed
ADT-1996
O
LI
TA
N
EN
TA
Link Name
Length
(kms.)
TR
MUMBAI ME
A-2
Link Details
Link
No.
(1996)
011
012
013
014
015
016
017
021
022
023
024
025
026
027
028
029
031
032
033
034
035
036
037
038
039
310
311
312
313
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
Link
No.
(1996)
314
315
316
317
318
319
41
42
43
51
61
71
81
82
83
91
92
101
102
103
104
105
106
111
112
113
121
122
123
131
132
141
142
151
161
171
211
212
213
221
241
242
251
252
261
262
263
264
266
271
272
273
Link Details
Link Name
Umarkhed to Mahagaon
Mahagaon to Arni
Arni-Yavatmal
Yavatmal-SH243
SH243-Wardha
Wardha-Butibori
Wadgaon-Chakan (NH50)
Chakan-SH60
SH60-Xing of SH62@55
SH55-NH9
Aurangabad-Vajiapur
Kopergaon-Vajiapur
Mantha-Jintur
Jintur-Aundha
Aundha-MSH3
Nanded-Nursi
Nursi-State Border
Badnera (NH6)-Nandgaon
Nandgaon to Yavatmal
Yavatmal-NH7
NH7-SH233 (Wani)
SH233 (Wani) - Chandrapur
Chandrapur-Mul
Ajanta-Bhur
Bhur-NH6
NH6-State Border
Kopargaon-Yeole
Yeole-Manmad
Manmad-Malegaon
Ghoti-NH50
NH50-Shirdi
Kanhergaon-Hingoli
Hingoli-Aundha
SH267-State Border
Ambodi-NH3
Jalna-Sultanpur
Sultanpur-Malegaon
Malegaon-SH197
SH197-Karanja
Karanja-NH6
Dhule-Sakri
sakri-State Border
Mul to Gadchiroli
Gadchiroli-State Border
Nagbhir-Sindewahi
Sindewahi-Mul
Mul-Gundipimpar
Gundipimpar-Alapalli
Alapalli to State Border
Bankot-NH17
NH17 to NH4
NH4 to Phaltan
Length
(kms.)
25
35
44
47
16
49
24
29
28
24
65
30
34
37
35
42
35
24
52
60
37
48
44
32
55
20
23
24
37
50
52
26
25
29
16
69
54
30
29
41
48
70
40
68
34
26
42
55
85
54
59
50
ADT-1996
ADT-2001
ADT-2006
ADT-2008
Veh.
PCU
Veh.
PCU
Veh.
PCU
Veh.
PCU
2738
2082
3224
3355
5513
5203
12580
7933
10475
7379
6579
11333
3128
2509
2640
7462
5899
4169
3230
2588
4576
2392
2902
3335
1259
3177
11036
13478
7963
7728
8923
3760
3220
5718
663
7111
5882
6743
6643
4332
4807
3463
5884
3616
2390
2755
610
1218
700
1177
3436
5519
4149
4221
5580
6523
7687
7957
16087
11119
16402
10691
9869
13600
5508
4944
5017
15128
13209
6051
5213
5754
8267
6771
4261
5176
2499
6301
20192
24106
19417
8501
13384
8576
5488
9806
994
11378
10587
10115
9964
7797
9256
7431
5614
4259
2909
3457
1125
1864
996
1516
4452
8985
3215
3051
4564
5136
7628
6855
17771
11580
14728
9434
10839
17950
4434
3732
3965
10513
8191
6170
5223
4257
7328
3261
4516
4828
1505
5260
16873
19630
12970
11854
13883
4610
3760
8416
1029
10661
9944
10922
10811
7706
7718
5548
6812
3703
3342
3958
744
1820
990
1269
4023
6318
4872
6185
7900
9985
10636
10484
22725
16230
23061
13668
16258
21540
7807
7353
7535
21313
18342
8955
8430
9465
13239
9231
6631
7493
2987
10433
30871
35110
31625
13039
20824
10514
6409
14433
1543
17057
17900
16383
16217
13870
14862
11906
6499
4362
4068
4966
1372
2786
1408
1634
5212
10286
4920
5113
7638
8789
12753
11275
29940
19649
24712
14654
12094
19840
7489
6479
6898
17559
13611
6636
5848
4736
8082
3267
5004
5323
1620
5950
28875
33381
22443
20165
23896
4963
4080
14109
1145
18030
11191
12128
12020
8797
8536
6102
10466
5238
3475
4185
910
1963
1046
1489
5602
8684
7455
10366
13219
17088
17782
17243
38286
27541
38695
21232
18141
23808
13188
12766
13109
35599
30478
9632
9438
10530
14601
9247
7348
8261
3215
11801
52832
59703
54725
22182
35844
11320
6953
24196
1716
28848
20143
18192
18030
15834
16436
13093
9986
6170
4230
5252
1678
3004
1489
1918
7259
14138
5424
5637
8421
9690
14060
12431
33008
21664
27245
16157
13334
21874
8257
7143
7605
19359
15006
7316
6447
5222
8910
3602
5517
5868
1786
6560
31835
36802
24743
22232
26345
5472
4498
15555
1262
19878
12338
13371
13252
9698
9411
6727
11539
5775
3832
4615
1003
2164
1154
1642
6177
9574
8219
11429
14574
18840
19605
19010
42210
30364
42661
23408
20000
26248
14540
14075
14453
39248
33602
10619
10405
11609
16098
10195
8101
9108
3545
13011
58247
65823
60334
24456
39518
12480
7666
26676
1892
31805
22208
20057
19878
17457
18121
14435
11010
6802
4664
5790
1850
3312
1642
2115
8003
15587
A-3
FINAL REPORT
Appendix 5-1
Phaltan to Malseras
Malseras to Phandharpur
Ahmednagar-SH55 (Jalgaon)
SH55-Karmala
Karmala-NH9
NH9-Pandharpur
Pandharpur-Mangalvedha
Mangalvedha-State Border
Yavatmal-Darawha
Darawha-Mangarulpir Road
Magarulpir-Washim
Hingoli-Kalamnur
Kalamnur-Waranga
Ramtek-Tumsar
Tumsar-Sakoli
Bori-Umred
55
48
54
30
42
37
21
67
38
48
35
19
31
51
43
35
ADT-1996
Veh.
6659
4524
9669
5135
7576
3629
4170
3959
3905
1453
2632
4472
2491
3771
2402
3723
b) Study on Identification of High Density Secondary

Road Corridors, 1997, Public Works Department,
8.
The GOM, PWD appreciating the emerging growth
scenario of the state and realizing the importance of
secondary roads have initiated Maharashtra State Road
Projects and approached the World Bank for financial
assistance. Since, the financial assistance would be limited
it was difficult develop all the roads. However, the GoM,
PWD felt essential to develop secondary roads to meet
increasing travel demand on state road system. It was in this
context the GOM, PWD took initiative of Identifying high
density secondary road corridors conforming to set criteria
as part of secondary roads network planning to ultimately
evolve a prioritized development program. Category wise
distribution of high density secondary road corridors is
presented in Table 2. Salient findings and recommendations
of the study are as follows:
(a) High Density Corridors (HDCs) identified from the study

was about 14,113 kms excluding National Highways;
(b) A total of 439 settlements (excluding Greater Mumbai)
were primarily identified as important nodes on the
universal network. Out of 439 settlements, 380
settlements are connected by at least one link and 59
settlements are not lying on the HDCs network. The 380
settlements contain a population of 2,16,44,000 (96.32%
of the 439 settlements, 2,24,60,400);
(c) State wise, the identified HDCs pass through 259
(93.8%) of the 276 talukas;
ADT-2006
ADT-2008
PCU
Veh.
PCU
Veh.
PCU
Veh.
PCU
10806
7837
15648
12269
16497
6903
7064
7294
7043
1615
5287
8050
5000
6089
4062
5690
6936
4784
14589
7809
11013
5279
5995
5528
6378
1807
3017
6954
4087
5311
3252
4549
11256
8288
23611
18659
23981
10041
10155
10185
11503
2008
6060
12518
8203
8575
5499
6953
9291
6424
24949
13260
18537
8935
10110
9142
7131
1816
3070
7606
4563
5614
3465
7284
15077
11128
40376
31683
40364
16996
17127
16843
12862
2018
6166
13691
9159
9065
5859
11132
10243
7082
27506
14620
20437
9851
11147
10079
7862
2002
3384
8385
5031
6190
3820
8030
16622
12269
44515
34931
44501
18738
18883
18569
14180
2225
6798
15094
10098
9994
6460
12273
(d) The identified HDCs network pass through 241 taluka

headquarters (87.32%) of the total 276 taluka HQ in the
state (1991 census). Among the 276 taluka HQ in the
state, 174 are urban centres and the remaining 104 are
rural;
(e) The HDCs pass through 155 taluka HQ which are urban
(90.1%) and 82.7% (84 out of 104) of the taluka HQ
which are rural settlements;
(f) The HDCs as identified connect most of the existing
(1997) and proposed industrial centres in the state; and
(g) A set of11 major corridors extending over a total length
of 1,610 km, which were proposed for more detailed
studies.
Table 2: Category wise Distribution of High Density
Secondary Road Corridors
District
Ahmednagar
Akola
Amravati
Aurangabad
Bhandara
Bid
Buldhana
Chandrapur
Dhule
Gadchiroli
Jalgaon
Jalna
Kolhapur
Latur
Nagpur
Naded
Nashik
SH
691
556
188
348
500
232
327
283
226
50
478
163
270
170
527
276
691
MSH
85
0
314
126
0
245
0
151
192
126
88
113
119
0
151
75
0
MDR
38
25
25
50
28
25
0
44
0
0
0
0
19
0
0
0
0
P
O
ODR
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
TR
MUMBAI ME
A-4
ADT-2001
UTH
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Link Name
Length
(kms.)
O
LI
TA
N
EN
TA
Link Details
Link
No.
(1996)
274
275
281
282
283
284
285
286
291
301
311
321
322
331
341
351
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
District
Osmanabad
Parbhani
Pune
Raigad
Ratnagiri
Sangli
Satara
Sindhudurg
Solapur
Thane
Wardha
Yavatmal
Total
SH
138
430
532
487
220
364
678
75
741
389
251
546
10829
MSH
0
195
75
100
265
72
0
143
151
183
0
251
3220
MDR
0
0
110
0
0
31
0
0
0
25
38
31
499
ODR
0
0
0
0
0
0
0
0
0
0
0
15
15
c) Traffic Data Compiled from Other Studies

9.
(MSRDC), Public Works Department (PWD), Government of
Maharashtra, National Highway Authority of India (NHAI),
(MMRDA), etc. have carried out Feasibility studies, studies
on Detailed Project Reports, etc. on some of the road
corridors in the past for improvement of road connectivity and
operational characteristics. Traffic data has been compiled
from the available sources and the traffic has been estimated
for the Base year 2008 using a CAGR of 6% and the traffic
details are presented in Table 3.
Table 3: ADT on some of the Major Corridors in Maharashtra State for the Years 2006 and 2008 Estimated from the Past
Studies
Study
DPR for 4/6-Laning of Vadape-Gonde Section of
NH-3 from Km 539/500 to Km 440/000, 2002
Traffic Studies & Financial Modelling for DhulePimpalgaon Section of NH3, NHAI, 2005
Feasibility study for 6 laning of Pune Satara
section of NH-4, NHAI, 2008
Feasibility Study for 6 Laning of Surat - Dahisar
Section of NH-8, NHAI, 2007
Traffic Review Study for Improvement of ShilKalyan-Bhiwandi Road, MSRDC, 2005
Comprehensive Transportation Study for MMR,

MMRDA, 2005-2008
Traffic Studies for MISEZ, 2007
Pune Urban Infrastructure Project, MSRDC, 2003
Sl.
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
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15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
Link Name
NH-3 Padgha
NH-3 Khardi
NH-3 Khambale
NH-3 Near Dhule City
NH-3 Near Saundane Village
NH-3 Near Vadali Bhui Village
NH-4 Anewadi Toll Plaza
NH-4 Khed-Shivapur Toll Plaza
NH-4 Pawana Bridge (Westerly Bypass)
NH-8 Khaniwade
NH-8 Charoti
Shil-Bhiwandi Khidkali Mandir
Shil-Bhiwandi Durgadi Bridge Toll Naka
NH8
SH35
NH3
MSH2
SH43
SH38
NH4
Mumbai Pune Expressway
NH17
SH-54 at Shankar Temple
Aamra Marg at Targhar Village
SH-81 at Jambhul Phata
SH-85 at Khopta Bridge
NH4B near Toll Plaza
NH17 near Toll plaza
Mumbai-Pune Highway (NH4)
Pune-Nashik Road (NH50)
Alandi Road
Ahmednagar Road
Sholapur Road (NH9)
Saswad Road
Year 2006
Vehicles
PCUs
16356
32280
13944
29787
17060
33191
15411
30283
14147
22912
21086
35404
27091
33330
23940
9450
9555
7140
525
1260
9765
22785
14910
12715
18694
2739
3582
15740
14129
25204
31177
11500
45504
35125
36332
38955
37370
56595
14910
19950
10500
630
1785
22050
38430
25725
22309
32769
7003
5740
41584
27626
36280
49780
10331
64207
54192
47974
Year 2008
Vehicles
PCUs
18787
37011
16018
34146
19586
38022
16990
33387
15597
25261
23247
39033
18667
32479
26003
40438
28299
43636
28065
60449
22540
50629
29868
42948
36746
41200
26394
62396
10419
16438
10534
21995
7872
11576
579
695
1389
1968
10766
24310
25120
42369
16438
28362
14018
24596
20610
36128
3020
7721
3949
6328
17353
45846
15577
30458
27787
39999
34373
54883
12679
11390
50168
70788
38725
59747
40056
52892
A-5
FINAL REPORT
Appendix 5-1
DPR for Nanded City Roads under JNNURM,

Nanded Municipal Corporation, 2006
Kolhapur Integrated Road Development Project,

MSRDC & Kolhapur Municipal Corporation, 2003
20 ROBs Feasibility Study, MSRDC, 2004
Pune-Satara Road
Simhaghad Road
Warje Chowk
Chandini Chowk
Baner Road
Wakad Road
Aurangabad Road
Dindori Road
Agra Road
Pune Road
Mumbai Road
Trimbak Road*
Gangapur Road*
Peth Road*
Purna Road (SH-44)
Majalgaon Road (NH-222)
MSH3 Latur Road
Hingoli Road Near Airport
Necklace Road (Road No. 7)
MSH3 Degloor Road
Shiye Phata
Shiroli Naka
Shahu Naka
Kalamba Naka
Phulewadi Naka
Vashi Naka
Uchegaon Naka
Nallasopara
Nepty
Dehere
Rahuri
Daund
Fursungi
Khedgaon
Jejuri
Ladgaon
Zalta
Shelgaon
Latur Road
Parbhani
Chalisgaon
Rotegaon
Tadali Main
Tadali Siding
Chandrapur
Babupeth
Murtizapur
Year 2006
Vehicles
PCUs
23833
39641
15854
13523
33653
26378
28819
28959
24132
23898
19736
21943
9115
10065
7699
8781
16973
29353
23841
31054
19198
34928
9891
12412
9858
10893
3232
4588
10865
10865
15023
17271
26571
30300
14851
22110
46871
55448
16695
25787
16100
4693
8389
5568
4696
13497
5324
4926
10347
5232
11648
3067
6301
17133
4457
16790
5380
7151
16947
6585
5825
13736
7491
16606
4693
7132
5420
6009
6009
12806
9091
3363
5912
9284
9284
18216
9958
4306
Year 2008
Vehicles
PCUs
26276
43704
17479
14910
37103
29081
31773
31927
26605
26348
21759
24192
10049
11097
8488
9681
18713
32362
26285
34237
21166
38508
10905
13684
10868
12010
3563
5058
11979
11979
16563
19041
29295
33406
16373
24376
51676
61131
18406
28430
10833
9755
43077
46284
16016
14762
6592
6040
19842
18485
11604
10314
19598
15753
17750
18889
5174
4914
9249
18511
6138
5932
5177
7884
14880
18684
5870
7260
5431
6422
11408
15144
5769
8259
12842
18308
3382
5174
6947
7863
5975
6625
6625
14118
10023
3707
P
O
6518
10236
10236
20083
10978
4748
TR
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A-6
Link Name
UTH
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Master Plan for Nashik, Nashik Municipal

Corporation, 2006
Sl.
No.
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
O
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Study
LO
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FINAL REPORT
Appendix 5-1
d) Traffic Data from PWD, Government of Maharashtra

on Major State Highway Corridors
surveys is presented in Table 4. Traffic for the Base Year

(2008) has estimated using a CAGR of 6% and the details
are presented in Table 4.
10.
Average Daily Traffic (ADT) compiled by PWD,
Government of Maharashtra for some of the major State
Highway corridors for the year 1999 based on primary
Table 4: Important Traffic Statistics of State Highways 1999 and 2008
Sl.
No.
Highest Traffic Intensity per day of 24 hours (Fast Moving

Vehicle Only)
1999
2008
Commercial
Total Traffic
Total
Total Traffic
No.
(ADT)
Tonnage
(ADT)
No. of
Districts
the State
Traffic Intensity
Highway
Km.566/00 Mulund Check
2
Naka, (Mumbai District)
Km.526/800 Bandra
1
(Kalanagar Junction)
(Mumbai District)
Km.12/400 khindhali (Shiv
1
Mandir) Shilphata (Thane
District)
Km.528/500 Kapurbawadi
2
(Thane District)
Km.46/00 Kheroli
2
(Ratnagiri District)
Km.6/200 M.G. Highscholl
2
(Thane District)
Km.156/200 Atigre
10
(Kolhapur District)
Km.2/200 Telagaon
3
Dabhade (Pune District)
Km.21/0 Ravet (Pune
1
District)
Eastern Express Highway
10,263
38,170
1,87,371
64,487
Western Express Highway
34,092
18,975
5,87,144
32,058
Arnala-Mohape Road (S.H.40)
10,248
21,857
95,926
36,927
11,380
26,031
1,31,046
43,979
14,150
19,397
44,504
32,771
2,763
14,942
37,559
25,244
5,264
15,864
58,968
26,802
2,066
5,741
20,659
9,699
1,964
5,761
24,337
9,733
1,667
5,427
22,342
9,169
1,950
7,971
39,917
13,467
5,128
15,305
57,292
25,857
4,558
17,982
47,200
30,380
1,469
5,423
31,918
9,162
1,542
3,652
21,200
6,170
4
5
6
7
8
9
10
11
12
13
14
15
Gorai-Thane-Panvel Road
(S.H.42)
Guhagar-Chipulu-KaradJatvijapur Road (S.H.-78)
Jawhar-Wada-Karjat-Kopoli
Road (S.H.35)
Ratnagiri_Nagpur Road (M.S.H.3)
Wadgaon-Jamkhed-Beed
(S.H.55)
Pune-Shelarwadi Road (S.H.56)
Murud-Pune-Aurangabad Road
(S.H.60)
Patnus-Osmanabad-Borpul
Road (S.H.67)
Khandala-Sangli-Shirol Road
(S.H.75)
Peth-Sangli-Vijapur Road
(S.H.138)
Ahmednagar-PandharpurBijapur Road (S.H.141)
Burhanpur-Amravati-YavatmalChandrapur (M.S.-6)
16
Ratnagiri-Solapur-NandedNagpur (M.S.H.-3)
2,257
3,069
14,485
5,185
10
17
Amravati-Yavatmal-WaniGhuggus Road (M.S.H.-6)
2,463
3,210
17,375
5,423
18
Washim-Pusad-Gunj-Mahagaon
Road (M.S.H.-183)
2,524
4,330
16,973
7,315
19
Balapur-Patur Road (S.H.-198)
2,201
3,060
17,200
5,170
20
Akola-Hingoli Road (S.H.-204)
4,752
5,902
39,272
9,971
Km.61/0 Pirangut.
Km.0/0 Patas (Pune
District)
Km.72/0 Sangli Naka
(Sangli District)
Km.199/200 Vishrambaug
(Sangli District)
Km.140/00 Tembhurni
(Solapur District)
Km.1/600 Badnera
(Amravati District)
Km.262/200 Marlegaon
Phata in Yavatmal
(Yavatmal District)
Km.247/200 Karanji in
Yavatmal (Yavatmal
District)
Km.69/0 Gunj in Yavatmal
(Yavatmal District)
Km.46/600 Balapur Naka
in Akola City (Akola
District)
Km.80/200 Akola Naka in
Washim City (Washim
District)
A-7
FINAL REPORT
Highest Traffic Intensity per day of 24 hours (Fast Moving
Vehicle Only)
1999
2008
Commercial
Total Traffic
Total
Total Traffic
No.
(ADT)
Tonnage
(ADT)
Sl.
No.
21
Ajantha-Buldhana-KhamgaonShegaon to Akola Road (S.H.30)
2,248
3,035
15,994
5,128
22
Khamgaon-Chinkhali Road
(S.H.-173)
3,206
3,592
20,178
6,069
3,128
3,937
21,898
6,651
3,934
10,775
38,065
18,204
2,824
7,822
28,659
13,215
2,048
9,412
25,582
15,901
5,812
9,757
48,709
16,484
23
24
25
26
27
Malkapur-Wadi-Godri Road
(S.H.-176)
Indore-Amarawati Durg Road
(M.S.H.7)
Betul-Nagpur-Pattagudam Road
(M.S.H.9)
Katol-Savner-Ramtek-Gondia
Salekasa (S.H.249)
Samudrapur-Jam-WaroraChandrapur-Rajura-Asifabad
Road (S.H.264)
Appendix 5-1
No. of
Districts
the State
Traffic Intensity
Highway
Km.49/100 Chincholi
2
village in Buldhana
(Buldhana District)
Km.64/2 Amdapur Naka in
1
town Khamgaon
(Buldhana District)
Km.0/0 Buldhana Malkapur
2
Naka (Buldhana District)
Km.1/0 Chandrapur
4
Km.9/800 Dighori (Nagpur
1
District)
Km.80/00 Gulabtola
2
(Bhandara District)
Km.104/0 Near Rest
2
House, Ballarshah,
EN
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A-8
UTH
ORIT Y
11.
For the purpose of the study, the road network of
Maharashtra has been prepared based on the information
collected from PWD. The road network within the identified
DMIC search zone in Maharashtra state has been coded in
terms of link numbers for analysis purposes. Traffic data
compiled for the base year 2008 as assessed from the
previous studies and explained in the above sections has
been further recompiled with respect to DMIC search zone
within Maharashtra state and presented in Table 5, Table 6
and Table 7. These data also graphically presented in
LO
REGION DE VE
Appendix 5-1
FINAL REPORT
Figure 1: Showing the ADT values in the form of traffic bands indicating the traffic volume to some scale.
A-9
FINAL REPORT
Appendix 5-1
Table 5: ADT on Some of the Links within DMIC Search Zone in Maharashtra State Estimated for the Year 2008 based on
SOS 1996
Sl. No
Link No. (New_2008)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
33
89
91
38
94
95
114
262
117
118
120
122
123
221
227
113
106
100
99
42
241
98
657
658
662
189
25
338
341
11
7
596
709
697
929
912
735
1181
6
911
941
942
Link Details
NH3-Kalyan
Kalyan-SH46
SH46-NH50
NH50-SH50
SH50-Ahmednagar
Ahmednagar-District Border
Dhule-Chalisgaon
Chalisgaon-Kannad
Kannad-Aurangabad
Aurangabad-Waringodri
Waringodri-Georai
Georai-Beed
Beed-Chowsala
Chowsala-SH77
SH77-Tuljapur
NH17-Kolhapur
Miraj-Xng of SH78
Xng of SH78-Sangola
Sangola-Mangalvedha
Mangalvedha-Solapur
Solapur-Tuljapur
Tuljapur-Latur
Wadgaon-Chakan (NH50)
Chakan-SH60
SH60-Xing of SH62@55
Kopargaon-Yeole
Yeole-Manmad
Ghoti-NH50
NH50-Shirdi
Dhule-Sakri
sakri-State Border
Bankot-NH17
NH17 to NH4
NH4 to Phaltan
Phaltan to Malseras
Malseras to Phandharpur
Ahmednagar-SH55 (Jalgaon)
SH55-Karmala
Karmala-NH9
NH9-Pandharpur
Pandharpur-Mangalvedha
Mangalvedha-State Border
ADT-2008
Vehicles
28255
16533
13881
14037
9064
8513
6613
8293
9961
12587
8389
11642
12787
7500
16490
16350
15763
28368
21893
15381
27204
15206
33008
21664
27245
31835
36802
22232
26345
9411
6727
1642
6177
9574
10243
7082
27506
14620
20437
9851
11147
10079
PCUs
37342
26256
24066
23173
10963
6407
13191
14161
18430
23813
13600
22570
20028
13345
19569
26883
22308
40688
34125
18785
38709
22967
42210
30364
42661
58247
65823
24456
39518
18121
14435
2115
8003
15587
16622
12269
44515
34931
44501
18738
18883
18569
Past Studies
NH-3 Padgha
Year 2006
Veh.
PCUs
16356
32280
Year 2008
Veh.
PCUs
18787
37011
P
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A-10
Link Name
UTH
ORIT Y
DPR for 4/6-Laning of
Link No.
2008
49
O
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N
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S.No
Study
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
Year 2006
Veh.
PCUs
13944
29787
Year 2008
Veh.
PCUs
16018
34146
Study
S.No
Vadape-Gonde Section of NH3 from Km 539/500 to Km

440/000, 2002
Traffic Studies & Financial
Modelling for DhulePimpalgaon Section of NH3,
NHAI, 2005
Feasibility study for 6 laning of
Pune Satara section of NH-4,
NHAI, 2008
Feasibility Study for 6 Laning
of Surat - Dahisar Section of
NH-8, NHAI, 2007
Traffic Review Study for
Improvement of Shil-KalyanBhiwandi Road, MSRDC,
2005
Link No.
2008
45
3
4
5
182
34
36
NH-3 Khambale
NH-3 Near Dhule City
NH-3 Near Saundane Village
17060
15411
14147
33191
30283
22912
19586
16990
15597
38022
33387
25261
6
7
148
78
NH-3 Near Vadali Bhui Village

NH-4 Anewadi Toll Plaza
21086
35404
23247
18667
39033
32479
8
9
74
58
NH-4 Khed-Shivapur Toll Plaza

NH-8 Khaniwade
26003
28065
40438
60449
10
11
184
534
NH-8 Charoti
Shil-Bhiwandi Khidkali Mandir
27091
38955
22540
29868
50629
42948
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
534
58
57
48
35
35
13
68
204
89
203
169
168
677
74
326
176
154
152
458
57
72
205
Shil-Bhiwandi Durgadi Bridge Toll Naka

NH8
SH35
NH3
MSH2
SH43
SH38
NH4
Mumbai Pune Expressway
NH17
Mumbai-Pune Highway (NH4)
Pune-Nashik Road (NH50)
Sholapur Road (NH9)
Saswad Road
Pune-Satara Road
Dindori Road
Pune Road
Mumbai Road
Trimbak Road*
Peth Road*
Nallasopara
Fursungi
Khedgaon
33330
23940
9450
9555
7140
525
1260
9765
22785
14910
25204
31177
35125
36332
23833
7699
23841
19198
9891
3232
16100
13497
5324
37370
56595
14910
19950
10500
630
1785
22050
38430
25725
36280
49780
54192
47974
39641
8781
31054
34928
12412
4588
17133
16947
6585
36746
26394
10419
10534
7872
579
1389
10766
25120
16438
27787
34373
38725
40056
26276
8488
26285
21166
10905
3563
17750
14880
5870
41200
62396
16438
21995
11576
695
1968
24310
42369
28362
39999
54883
59747
52892
43704
9681
34237
38508
13684
5058
18889
18684
7260
Comprehensive
Transportation Study for
MMR, MMRDA, 2005-2008
Pune Urban Infrastructure

Project, MSRDC, 2003
20 ROBs Feasibility Study,

MSRDC, 2004
Link Name
NH-3 Khardi
High Density Corridor Study
Link.
No
1
2
3
4
5
6
7
8
9
Link status
SH
MSRP-1
SH
SH
SH
SH
SH
MSRP-1
SH
Origin district
Beed
Beed
Ahmednagar
Ahmednagar
Ahmednagar
Ahmednagar
Beed
Pune
Raigad
Destination district
Beed
Beed
Traffic Volume
-1996
2950
17287
7238
5370
17735
6651
6471
10558
12955
Traffic Volume
2006
5498
32218
19275
14302
47229
17711
12060
28116
26401
Traffic volume
2008
6178
36200
21657
16070
53067
19900
13551
31591
29664
A-11
FINAL REPORT
Appendix 5-1
Pune
Ahmednagar
Pune
Raigad
Pune
Satara
Satara
Satara
Sangli
Sangli
Satara
Satara
Pune
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Sangli
Sangli
Satara
Satara
Pune
Raigad
Pune
Raigad
Raigad
Ratnagiri
Ratnagiri
Raigad
Ratnagiri
Ratnagiri
Ratnagiri
Raigad
Raigad
Raigad
Raigad
Raigad
Satara
Satara
Satara
Pune
Sangli
Kolhapur
Ratnagiri
Raigarh
Satara
Raigarh
Raigarh
Ratnagiri
Satara
Traffic Volume
-1996
10465
11981
12143
6643
22689
3735
3736
1126
18370
10302
7787
7951
10558
4434
12014
10609
3843
1734
6651
4434
9500
6651
4434
3032
4434
6135
10609
10609
7786
5700
12014
5700
10723
8120
4703
6651
6651
4434
4434
4434
2766
3031
3959
30000
4500
4410
30000
10723
6449
6449
3133
6714
Traffic Volume
2006
27868
31906
32337
13537
60421
9947
9949
2999
48921
27435
20737
21173
28116
9035
24483
21619
7831
3534
13553
9035
19359
13553
9035
6179
9035
16338
21619
21619
20735
15178
31994
15178
28556
16547
12524
13553
13553
9035
9035
9035
5637
6177
8068
61135
9170
8987
61135
21853
17174
17174
8343
17880
Traffic volume
2008
31312
35850
36334
15210
67889
11176
11179
3370
54968
30826
23300
23790
31591
10152
27509
24291
8799
3971
15228
10152
21752
15228
10152
6943
10152
18357
24291
24291
23298
17054
35948
17054
32086
18592
14072
15228
15228
10152
10152
10152
6334
6940
9065
68691
10303
10098
68691
24554
19297
19297
9374
20090
P
O
UTH
ORIT Y
SH
MSRP-1
MSRP-1
SH
SH
SH
MSRP-1
SH
SH
MDR
SH
SH
MDR
MSH
SH
MSRP-1
SH
SH
MSH
MSH
SH
SH
MSH
MSH
SH
MSH
MSRP-1
MSRP-1
SH
SH
SH
SH
SH
SH
MSRP-1
MDR
MSH
MSH
MSH
MSH
SH
MSRP-1
SH
MSH
SH
SH
MSH
SH
SH
SH
MDR
SH
Origin district
TR
MUMBAI ME
A-12
Link status
O
LI
TA
N
EN
TA
Link.
No
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
Link.
No
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
Link status
SH
MDR
MDR
MDR
MDR
MDR
SH
SH
SH
SH
MSRP-1
SH
MSRP-1
SH
SH
SH
MSRP-1
SH
MDR
SH
SH
SH
SH
SH
MSRP-1
SH
SH
SH
SH
SH
SH
MSRP-1
SH
MSRP-1
SH
SH
SH
MSRP-1
SH
MSRP-1
SH
SH
MDR
SH
MSRP-1
SH
MSRP-1
MDR
MSRP-1
SH
MSRP-1
SH
Origin district
Satara
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Solapur
Solapur
Solapur
Solapur
Satara
Solapur
Solapur
Sangli
Solapur
Sangli
Sangli
Sangli
Sangli
Sangli
Sangli
Sangli
Satara
Sangli
Satara
Satara
Satara
Satara
Solapur
Sangli
Solapur
Solapur
Solapur
Solapur
Solapur
Ahmednagar
Solapur
Pune
Ahmednagar
Pune
Pune
Satara
Pune
Satara
Satara
Pune
Pune
Solapur
Solapur
Solapur
Satara
Satara
Kolhapur
Satara
Sangli
Solapur
Pune
Solapur
Satara
Traffic Volume
-1996
3735
10723
21429
10723
3184
10723
22689
22689
10465
18099
10641
10440
14661
4523
14878
12671
10047
9668
10302
10980
6651
29821
18570
18370
10047
9668
13180
9668
13180
1126
4523
15822
8817
10641
11380
9668
12671
6651
3806
14661
8054
13137
20689
19026
14661
8496
3736
3735
12143
19026
8826
10440
Traffic Volume
2006
9948
28556
57068
28556
8479
28556
60421
60421
27868
48199
28338
27803
39044
12045
39621
33742
26755
25746
27435
29241
17711
79416
49452
48921
26755
25746
35099
25746
35099
2999
12045
42135
23480
28338
30306
25746
33742
17711
10136
39044
21448
34985
60421
50668
39044
22626
9949
9947
32337
50668
23505
27803
Traffic volume
2008
11178
32086
64122
32086
9527
32086
67889
67889
31312
54156
31841
31239
43870
13534
44518
37913
30062
28928
30826
32855
19900
89232
55564
54968
30062
28928
39437
28928
39437
3370
13534
47343
26382
31841
34052
28928
37913
19900
11389
43870
24099
39309
67889
56931
43870
25423
11179
11176
36334
56931
26410
31239
A-13
FINAL REPORT
Appendix 5-1
Pune
Solapur
Solapur
Solapur
Ahmadnagar
Solapur
Solapur
Ahmadnagar
Solapur
Solapur
Osmanabad
Solapur
Solapur
Osmanabad
Osmanabad
Beed
Osmanabad
Solapur
Solapur
Solapur
Solapur
Solapur
Solapur
Solapur
Solapur
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Beed
Beed
Nashik
Dhule
Nashik
Nashik
Ahmadnagar
Pune
Pune
Dhule
Nashik
Nashik
Thane
Thane
Thane
Thane
Thane
Raigad
Thane
Thane
Solapur
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Solapur
Latur
Osmanabad
Osmanabad
Osmanabad
Beed
Latur
Ahmadnagar
Traffic Volume
-1996
12671
14878
12671
6647
13137
7238
8054
4784
3806
13137
6647
11380
8867
11380
8866
4591
6103
6471
8867
8750
6647
8750
11380
6647
6647
4434
6634
9132
17287
4032
6634
8867
2248
2248
6411
2882
13592
6055
3406
9023
1997
17063
9228
9228
6660
3067
12224
7261
10316
5295
8803
12224
Traffic Volume
2006
33742
39621
33742
17701
34985
19275
21448
12740
10136
34985
17701
30306
16526
30306
23612
8556
11374
12060
16526
23302
17701
23302
30306
17701
17701
8263
12364
17019
32218
7514
12364
16526
4189
4189
18820
4822
3900
17776
9070
24028
5318
28551
27088
27088
19551
9003
35884
21315
30284
10790
25842
35884
Traffic volume
2008
37913
44518
37913
19889
39309
21657
24099
14315
11389
39309
19889
34052
18569
34052
26530
9614
12780
13551
18569
26182
19889
26182
34052
19889
19889
9284
13892
19123
36200
8443
13892
18569
4707
4707
21146
5418
4382
19973
10191
26998
5975
32080
30436
30436
21968
10116
40319
23950
34027
12124
29036
40319
P
O
UTH
ORIT Y
SH
SH
MSRP-1
SH
SH
SH
SH
MSRP-1
SH
SH
SH
SH
MSRP-1
SH
MSRP-1
SH
MSRP-1
SH
MSRP-1
SH
SH
SH
SH
SH
SH
SH
SH
MSRP-1
MSRP-1
SH
SH
MSRP-1
SH
SH
SH
SH
SH
SH
SH
MDR
SH
MSRP-1
MSRP-1
MSRP-1
SH
MSH
SH
SH
MSRP-1
SH
SH
SH
Origin district
TR
MUMBAI ME
A-14
Link status
O
LI
TA
N
EN
TA
Link.
No
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
Link.
No
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
Link status
MDR
MSH
SH
SH
SH
SH
SH
MSRP-1
MDR
SH
MDR
MDR
SH
MSH
SH
MSRP-1
SH
SH
SH
SH
MDR
MSRP-1
MDR
MDR
SH
SH
SH
MSRP-1
MSRP-1
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
MSRP-1
SH
SH
SH
MSRP-1
SH
SH
SH
SH
Origin district
Thane
Raigad
Raigad
Raigad
Raigad
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Pune
Pune
Pune
Pune
Raigad
Raigad
Pune
Thane
Nashik
Thane
Thane
Thane
Thane
Thane
Thane
Nashik
Nashik
Nashik
Nashik
Nashik
Nashik
Buldana
Jalgaon
Jalgaon
Jalgaon
Buldana
Jalgaon
Jalgaon
Nashik
Aurangabad
Jalgaon
Aurangabad
Raigarh
Raigarh
Thane
Dhule
Dhule
Jalna
Traffic Volume
-1996
12815
6612
22456
12955
5295
12224
3278
6651
8781
6651
6651
7759
6283
16156
23353
10316
21664
11028
6660
5548
9023
10558
5548
5548
5548
5548
9023
10316
9228
7281
3366
5981
9439
6633
7281
12030
13592
3647
12030
6055
13592
5249
11166
11523
6758
6636
2795
7620
6651
2792
10621
962
Traffic Volume
2006
37619
13474
45762
26401
10790
35884
9622
19523
25777
19523
19523
22777
18444
47427
68554
30284
63596
32373
19551
16286
24028
28116
14774
14774
11305
11305
24028
30284
27088
21375
9381
17566
27709
19471
21375
35315
39900
10706
35315
17776
39900
8783
18683
19280
11308
11103
4677
12750
19523
7435
17771
2562
Traffic volume
2008
42269
15139
51418
29664
12124
40319
10811
21936
28963
21936
21936
25592
20724
53289
77027
34027
71456
36374
21968
18299
26998
31591
16600
16600
12702
12702
26998
34027
30436
24017
10540
19737
31134
21878
24017
39680
44832
12029
39680
19973
44832
9869
20992
21663
12706
12475
5255
14326
21936
8354
19967
2879
A-15
FINAL REPORT
Appendix 5-1
Beed
Beed
Aurangabad
Aurangabad
Aurangabad
Beed
Beed
Aurangabad
Aurangabad
Ahmadnagar
Aurangabad
Aurangabad
Ahmadnagar
Aurangabad
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Pune
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Beed
Ahmadnagar
Beed
Beed
Ahmadnagar
Ahmadnagar
Aurangabad
Ahmadnagar
Ahmadnagar
Ahmadnagar
Aurangabad
Ahmadnagar
Aurangabad
Nashik
Nashik
Aurangabad
Nashik
Nashik
Nashik
Ahmadnagar
Ahmadnagar
Jalna
Jalna
Ahmadnagar
Jalna
Aurangabad
Beed
Beed
Beed
Aurangabad
Jalgaon
Jalgaon
Nashik
Traffic Volume
-1996
7283
4449
8778
6751
245098
8301
12359
24052
1203
17735
4182
28075
5250
6751
10978
1011
8301
12359
4556
17735
6651
10983
5650
5650
10983
17735
8301
17735
4556
6149
6149
4449
12359
5370
6149
5370
12359
1011
4182
8301
28075
10978
4182
7309
5354
7561
7571
9228
3483
9311
5328
4000
Traffic Volume
2006
13573
8292
23376
17980
65269
15471
23034
64052
3204
47229
11137
74765
13981
17980
29235
2692
22106
32913
12133
47229
17711
29250
15045
15045
29250
47229
22106
47229
12133
16375
16375
11848
23034
14302
11460
10009
32913
2692
11137
22106
74765
29235
11137
19464
14258
22196
22224
24574
10225
27333
15641
10652
Traffic volume
2008
15251
9317
26265
20202
73336
17383
25881
71969
3600
53067
12514
84006
15709
20202
32848
3025
24838
36981
13633
53067
19900
32865
16905
16905
32865
53067
24838
53067
13633
18399
18399
13312
25881
16070
12876
11246
36981
3025
12514
24838
84006
32848
12514
21870
16020
24939
24971
27611
11489
30711
17574
11969
P
O
UTH
ORIT Y
SH
SH
MSRP-1
MSRP-1
MSH
MDR
SH
MTDCRD
SH
WBPROJ
SH
SH
SH
SH
SH
SH
SH
SH
SH
WBPROJ
SH
SH
MSRP-1
MSRP-1
SH
WBPROJ
SH
WBPROJ
SH
SH
MDR
SH
SH
SH
MDR
SH
MSRP-1
SH
MDR
SH
SH
SH
SH
SH
SH
SH
SH
MSRP-1
SH
MSRP-1
SH
SH
Origin district
TR
MUMBAI ME
A-16
Link status
O
LI
TA
N
EN
TA
Link.
No
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
Link.
No
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
Link status
SH
SH
MSRP-1
SH
MSRP-1
SH
MSRP-1
SH
SH
SH
SH
SH
MSRP-1
SH
MDR
MSRP-1
MTDCRD
SH
SH
SH
MDR
SH
SH
SH
MDR
MSRP-1
SH
SH
SH
MSRP-1
SH
SH
SH
SH
MDR
MSRP-1
SH
SH
SH
SH
SH
SH
SH
MSRP-1
MSRP-1
MSRP-1
SH
MDR
SH
MSH
SH
SH
Origin district
Nashik
Nashik
Nashik
Nashik
Aurangabad
Nashik
Ahmadnagar
Nashik
Nashik
Nashik
Nashik
Nashik
Jalgaon
Aurangabad
Aurangabad
Aurangabad
Aurangabad
Aurangabad
Jalgaon
Jalgaon
Aurangabad
Jalgaon
Jalgaon
Parbhani
Jalna
Jalna
Jalna
Jalna
Parbhani
Jalgaon
Beed
Beed
Jalna
Jalna
Beed
Beed
Beed
Beed
Beed
Beed
Beed
Jalna
Jalna
Jalna
Jalna
Jalna
Jalna
Jalna
Jalna
Jalna
Parbhani
Beed
Jalna
Aurangabad
Nashik
Aurangabad
Aurangabad
Akola
Buldana
Buldana
Bul
Buldna
Parbhani
Parbhani
Beed
Beed
Parbhani
Traffic Volume
-1996
6055
6055
9311
2356
9228
6055
17735
1203
12630
6651
15524
12630
13966
9777
5354
6538
6538
6538
962
10621
962
10621
6758
7243
1211
17682
6676
8781
8321
17881
3837
12359
17881
3101
3837
8778
12359
7283
2659
3837
2659
1955
9976
9976
8778
8778
1955
1955
3101
17881
21334
2593
Traffic Volume
2006
17776
17776
27333
6916
24574
17776
47229
3531
37076
19523
45572
37076
23369
26037
14258
17410
17410
17410
1610
17771
2562
17771
11308
13499
2257
32954
12442
16365
15508
33325
7152
23034
33325
5779
4152
16359
23034
13573
4956
7152
4956
3644
18592
18592
16359
16359
3644
3644
5779
33325
39760
4833
Traffic volume
2008
19973
19973
30711
7771
27611
19973
53067
3967
41659
21936
51205
41659
26257
29255
16020
19562
19562
19562
1809
19967
2879
19967
12706
15167
2536
37027
13980
18388
17425
37444
8036
25881
37444
6493
4665
18381
25881
15251
5569
8036
5569
4094
20890
20890
18381
18381
4094
4094
6493
37444
44674
5430
A-17
FINAL REPORT
Appendix 5-1
Beed
Beed
Jalna
Buldana
Jalna
Aurangabad
Buldana
Jalna
Jalna
Aurangabad
Buldana
Jalgaon
Jalgaon
Aurangabad
Aurangabad
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Akola
Akola
Jalgaon
Jalgaon
Dhule
Dhule
Dhule
Dhule
Dhule
Dhule
Dhule
Dhule
Dhule
Dhule
Jalgaon
Jalgaon
Jalgaon
Dhule
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Buldana
Raigad
Ratnagiri
Sangli
Sangli
Satara
Parbhani
Buldana
Jalna
Buldana
Aurangabad
Buldana
Buldana
Jalgaon
Dhule
Jalgaon
Traffic Volume
-1996
2850
11358
1211
6651
8073
13634
6676
8073
8781
8073
6676
1073
12055
962
13634
10621
12055
11166
10569
9275
8683
4000
17447
9464
17063
12887
17066
17066
9464
12887
9464
9464
5696
3385
5205
3285
17971
4000
4000
5205
17447
3347
6758
3347
12055
17447
5249
4500
3133
7786
2517
13180
Traffic Volume
2006
5498
21168
2257
11128
15046
36308
11170
15046
16365
21499
11170
1795
20171
2562
36308
17771
20171
18683
17684
15519
14529
6693
29192
15835
28551
21563
28555
28555
15835
21563
15835
15835
9531
5664
8709
5664
30069
6693
6693
8709
29192
5600
11308
5600
20171
29192
8783
9170
6385
20735
6703
35099
Traffic volume
2008
6178
23784
2536
12503
16906
40796
12551
16906
18388
24156
12551
2017
22664
2879
40796
19967
22664
20992
19870
17437
16325
7520
32800
17792
32080
24228
32084
32084
17792
24228
17792
17792
10709
6364
9785
6364
33786
7520
7520
9785
32800
6292
12706
6292
22664
32800
9869
10303
7174
23298
7531
39437
P
O
UTH
ORIT Y
SH
SH
MDR
SH
MDR
SH
SH
SH
SH
SH
SH
SH
MSRP-1
SH
MSH
SH
MSRP-1
SH
SH
MDR
MDR
SH
SH
MDR
MSRP-1
MSH
SH
SH
SH
MSH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
MDR
SH
Origin district
TR
MUMBAI ME
A-18
Link status
O
LI
TA
N
EN
TA
Link.
No
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
352
353
354
355
356
357
358
359
360
361
362
363
364
365
366
367
368
369
370
371
372
373
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
Link.
No
374
375
376
377
378
379
380
381
382
383
384
385
386
387
388
389
390
391
392
393
394
395
396
397
398
399
400
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
Link status
SH
SH
SH
SH
SH
SH
SH
SH
MSRP-1
SH
MSH
SH
SH
SH
SH
SH
SH
SH
MSRP-1
MSRP-1
SH
SH
SH
SH
MSRP-1
SH
MSRP-1
MSRP-1
SH
SH
SH
SH
SH
MSH
SH
SH
MSRP-1
SH
SH
SH
SH
SH
SH
SH
MSH
SH
SH
MSRP-1
SH
SH
Origin district
Akola
Sangli
Thane
Thane
Nashik
Nashik
Nashik
Dhule
Dhule
Dhule
Dhule
Jalgaon
Pune
Kolhapur
Ratnagiri
Satara
Sangli
Solapur
Solapur
Sangli
Sangli
Sangli
Sangli
Sangli
Ratnagiri
Ratnagiri
Ratnagiri
Pune
Satara
Ahmadnagar
Pune
Solapur
Solapur
Jalna
Beed
Solapur
Dhule
Raigad
Raigad
Raigad
Raigad
Ratnagiri
Satara
Satara
Nanded
Raigad
Pune
Dhule
Dhule
Dhule
Amravati
Ahmadnagar
Satara
Solapur
Satara
Pune
Satara
Traffic Volume
-1996
3112
4911
4000
28693
6411
6411
6411
2882
17063
12887
12887
20668
17735
10016
3529
3496
10980
15803
9125
6651
7787
7787
5650
18370
3031
3031
3031
4703
6449
8054
12143
6746
6746
17881
4389
10440
22456
6911
6651
6651
4821
13346
11261
10169
6033
12193
6612
12143
17063
9464
Traffic Volume
2006
5207
13080
11742
84230
18820
18820
18820
4822
28551
21563
21563
34582
47229
26673
7192
22626
29241
42084
24300
17711
20737
20737
23035
48921
6177
6177
6177
12524
17174
21448
32337
17965
17965
33325
8180
27803
45762
14084
13553
13553
9824
35541
29989
24960
14808
22724
13474
32337
28551
15835
Traffic volume
2008
5851
14697
13193
94641
21146
21146
21146
5418
32080
24228
24228
38856
53067
29970
8081
25423
32855
47286
27303
19900
23300
23300
25882
54968
6940
6940
6940
14072
19297
24099
36334
20185
20185
37444
9191
31239
51418
15825
15228
15228
11038
39934
33696
28045
16638
25533
15139
36334
32080
17792
A-19
FINAL REPORT
Appendix 5-1
EN
TA
O
LI
TA
N
P
O
TR
MUMBAI ME
A-20
UTH
ORIT Y
Figure 2: ADT on Road Network within the Search Zone in Maharashtra State, 2008
LO
REGION DE VE
Appendix 5-1
2
FINAL REPORT
GOOD MOVEMENT INTERACTION OF MMR

WITH REST OF INDIA
12.
The GoM through MMRDA with technical
assistance from the World Bank under MUTP has embarked
on preparing the Comprehensive Transportation Study (CTS)
for Mumbai Metropolitan Region (MMR) in 2005. The main
objectives of the study were identify traffic & transport
problems of the MMR and aims at improving the traffic and
transport scenario in MMR by evolving a long term transport
strategy and preparing an affordable investment plan for next
few decades. As part of this study, traffic volume count,
occupancy in vehicles and Origin-Destination surveys were
carried out at 9 outer cordon locations for 24 hours in the
year 2005 and these are NH 8, SH 35, NH 3, MSH 2, SH 43,
SH 38, NH 4, Mumbai Pune Expressway and NH 17 (see
Figure 2). Traffic data collected during these surveys have
been analyzed for understanding the MMRs goods
movement interaction with rest of the country, as two major
ports of the country (Mumbai Port and JN Port) are located in
MMR and Mumbai is headquarters for Western and Central
Railway
takes place. These external zones lie within 300 to 400

km from MMR; and
(d) Other influence region: This region includes all those
external zones in which the balance 2% of interaction of
MMR takes place. These external zones lie beyond 400
km from MMR.
15.
The above described information and inferences
are graphically shown in Figure 3.
13.
In order to find out the influence area of MMR, 27
external zones out of which 17 zones are within the state of
Maharashtra and rest 10 zones are outside the Maharashtra
state. Total trips originated/ destined to these zones are
presented in the Table 8. It can be inferred that, about 66.4%
of trips originated/destined from/to MMR from/to 17 external
zones, which are within the state of Maharashtra, and the
rest 33.6% of trips are from/to the 10 external zones, which
are outside the state. These 17 external zones within
Maharashtra have been arranged in order of distances from
MMR and the respective total no of trips has been put in the
Table 9.
14.
Clearly four zones emerge based on the level of
interaction in terms of number of trips between various urban
centres and the MMR.
Immediate influence region: This region is consists of
those external zones of Maharashtra within which 73%
of interaction of MMR in terms of trips takes place. Data
and the map shows these external zones lie within 140
to 145 km from MMR;
(b) Primary influence region: This region includes all
those external zones in which 18% of interaction of
MMR takes place. These external zones lie within 200 to
280 km from MMR;
(c) Secondary influence region: This region includes all
those external zones in which 7% of interaction of MMR
(a)
A-21
FINAL REPORT
Appendix 5-1
EN
TA
O
LI
TA
N
P
O
TR
MUMBAI ME
A-22
UTH
ORIT Y
Figure 3: Location of Outer Cordon Surveys in MMR
LO
REGION DE VE
Appendix 5-1
FINAL REPORT
Figure 4: Goods Movement Interaction of MMR with Rest of India

Table 8: Goods Movement Interaction of MMR within Maharashtra and Rest of the Country
3001
3002
3003
3004
3005
3006
3007
3008
3009
3010
3011
3012
3013
3014
3015
Areas Covered
Palghar
Shahpur
Murbad
Mokhada, Jawhar
Talasari
Pali
Sudhagarh
Murud
Roha
Mahad
Pune
Osmanabad, Solapur
Total Trips
2440
2250
845
1036
42
373
1566
72
18
838
685
2216
8902
279
1494
% of Trips
6.2%
5.7%
2.1%
2.6%
0.1%
0.9%
4.0%
0.2%
0.0%
2.1%
1.7%
5.6%
22.6%
0.7%
3.8%
Cumulative
%
6.2%
11.9%
14.1%
16.7%
16.8%
17.8%
21.7%
21.9%
22.0%
24.1%
25.8%
31.5%
54.1%
54.8%
58.6%
External Zone
No.
A-23
FINAL REPORT
Appendix 5-1

Gadchiroli
Gujarat
Indore, Bhopal of Madhya Pradesh
MP, Chatisgarh, Orissa
New Delhi
Rajasthan, Punjab, Haryana, HP, JK
UP, Bihar, West Bengal
Andhra Pradesh
Karnataka
Tamilnadu
North eastern States
TOTAL
3016
3017
3051
3052
3053
3054
3055
3056
3057
3058
3059
3060
481
2580
8097
622
144
1639
217
689
1473
204
24
108
39334
1.2%
6.6%
20.6%
1.6%
0.4%
4.2%
0.6%
1.8%
3.7%
0.5%
0.1%
0.3%
100.0%
59.8%
66.4%
87.0%
88.6%
88.9%
93.1%
93.6%
95.4%
99.1%
99.7%
99.7%
100.0%
33.6% out side Maharashtra
Table 9: Goods Movement Interaction of MMR within Maharashtra
Murbad
Pali
Sudhagarh
Roha
Shahpur
Palghar
Murud
Mokhada, Jawhar
Talasari
Pune
Mahad
Aurangabad, Ahmednanagr, Buldhana, Washin, Hingoli, Parbhani,
Beed, nanded
Osmanabad, Solapur
Akola, Amravati, Nagpur, Wardha, Yavatmal, Gondia, Bhandhara,
Chandrapur, Gadchiroli
Within Maharashtra
3016
CAPACITY UTILIZATION
LEVELS OF ROAD
NETWORK
VOLUME/CAPACITY
RATIO: YEAR 2008
16.
Capacity utilization levels in terms of v/c ratio has
been thought a good indicator in identification of corridors
which needs capacity augmentation (widening and/or
strengthening), identification of new highway corridors/ links.
Capacity analysis is a fundamental to the planning, design
and operation of roads, and provides, among other things,
the basis for determining the carriageway width to be
provided at any point of the road with respect to the volume
and composition of traffic. Moreover, it is a valuable tool for
evaluation of the investments, and for working out priorities
Cumulative
%
61.34
66.24
68.25
71.69
73.5
74.7
80
100
112.29
119
120
129.19
261
1036
1566
72
838
2250
2440
18
845
42
373
8902
685
2580
3.97
6.00
0.28
3.21
8.62
9.34
0.07
3.24
0.16
1.43
34.09
2.62
9.88
3.97
9.96
10.24
13.45
22.06
31.40
31.47
34.71
34.87
36.30
70.38
73.01
82.88
276
300
350
1494
2216
279
5.72
8.48
1.07
88.61
97.09
98.16
700
Sub Total
481
26117
1.84
100.00
100.00
between the competing projects. Capacity of rural roads has

more significant in the design of carriageway for Indian
Highways, as there is no sufficient, reasonable capacity
guidelines on the same. This was mainly due to limited
number of 4 lane divided carriageways in India and further
the research on capacity of these four land divided
carriageways is limited or nil. However, the Consultants have
rationally worked out capacity of 2 lane, 4/6 lane divided
carriageways based on the following guidelines/ methods
given by Indian Roads Congress (IRC), Highway Capacity
Manual (HCM). Further ADB also provided guidelines on
capacity of multilane highways. Brief description of the
guidelines on capacity is presented below:
P
O
TR
MUMBAI ME
A-24
% of Volume within
Maharashtra
UTH
ORIT Y
3015
3012
3014
Total
Volume
O
LI
TA
N
EN
TA
3004
3007
3008
3010
3002
3001
3009
3003
3005
3006
3013
3011
3017
Distance
(KM)
Areas Covered
External
Zone No.
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
Guidelines on Capacity by IRC:
Criteria
17.
Indian roads congress has recommended capacity
values for various lane configurations in IRC:64-1990:
Guidelines for Capacity of Roads in Rural Areas, which are
presented in Table 10.
Table 10: Recommended Design Service Volume for Two
Lane Roads: IRC
Sr.
No.
1
2
3
Design Service
Volume in
PCUs/Day
Plain
Low (0-50)
15,000
High (Above 51)
12,500
Rolling
Low (0-100)
11,000
High (Above 101)
10,000
Hilly
Low (0-200)
7,000
High (Above 201)
5,000
The values recommended above are based on the assumptions
that the road has a 7m wide carriageway and good earthen
shoulders are available.
The capacity figures relate to peak hour traffic in the range of 810 per cent and LOS B.
Terrain
Curvature (Degrees per

Kilometre)
18.
The capacity of two lane roads can be increased by
providing paved and surfaced shoulders of at least 1.5m
width on either side. Provision of hard shoulders results in
slow moving traffic being able to travel on the shoulder which
reduces the interference to fast traffic on the main
carriageway. Under these circumstances, 15% increase in
capacity can be expected via-a-vis the values given in the
above table.
Recommended Design Service Volume for Multi-Lane
Roads:
19.
IRC has recommended tentatively, a value of
35,000 PCUs capacity value for four-lane divided
carriageways located in plain terrain (In absence of sufficient
information about the capacity of multi-lane roads under
mixed traffic conditions). This capacity will be applicable if
the carriageway has reasonable good earthen shoulders on
the outer side, and a minimum 3.0m wide central verge.
Provision of hard shoulders on dual carriageways can further
increase the capacity as explained above. In case well
designed paved shoulders of 1.5m width are provides, the
capacity value of four-lane dual roads can be taken up to
40,000 PCUs. Service Flow Rate for various Level of Service
is presented in Table 11.
Table 11: Recommended Design Service Volume for

Multi-Lane Highways: IRC
Criteria
Max V/C Ratio
Max. Service Flow
Rate :
A
0.35
14,000
Level of service
B
C
D
0.5
0.7
0.85
20,000
28,000
34,000
E
1.00
40,000
Level of service
C
D
4-Lane
Divided
Carriageway
Highway Capacity Manual:

20.
Two Lane Highways: The capacity of a two-lane
highway is 1,700 PCUs/hr. for each direction of travel. The
capacity is nearly independent of the directional distribution
of traffic on the facility except that, for extended lengths of
two-lane highway, the capacity will not exceed 3,200
PCUs/hr. for both directions of travel combined. For short
lengths, such as tunnels, bridges, a capacity between 3,200
and 3,400 PCUs/hr. for both directions of travel combined
may be attained, but this cannot be expected over an
extended length of highway.
21.
Multi-Lane Highways: Free flow speed is
measured using the mean speed of passenger cars
operating in low to moderate flow conditions (up to 1,400
PCUs/hr/lane). For the project road, the free-flow speed can
be assumed as 70 kmph and the capacity of 4 lane divided
carriageway and 6 lane divided carriageway could be 7,600
PCUs/Hr (1,900 x 4). and 11,400 PCUs/Hr (1,99 x 6). For
Indian conditions, it is usually to adopt daily traffic volumes
for design instead of hourly volumes. Hence, the capacity
values arrived in PCUs/Hr. needs to converted to PCUs/Day.
The basis that rationally can be considered is Peak-Hour
Factor (traffic volume during peak hour expressed as
percentage of the AADT). The average Peak Hour Factor
obtained on project road is 6%. Thus, the capacity of 4 lane
divided carriageway and 6 lane divided carriageway could be
1,26,600 PCUs/day (7,600*100/6) and 1,90,000 PCUs/day
(11,400*100/6). Recommended Design Service Volumes for
Multi-lane Highways as per HCM is presented in Table 12.
Table 12: Recommended Design Service Volume for
Multi-Lane Highways: HCM
Criteria
Max V/C Ratio
HCM
Max. Service Flow
Rate:
4-Lane
Divided
Carriageway
6-Lane
Divided
Carriageway
Max V/C Ratio
Adopted *
Max. Service Flow
Rate :
4-Lane
Divided
Carriageway
6-Lane
Divided
Carriageway
Level of service
C
D
0.28
0.41
0.59
0.81
1.00
35,448
51,906
74,694
1,02,546
1,26,600
53200
77900
112100
153900
1,90,000
0.35
0.5
0.7
0.85
44,310
63,300
88,620
1,07,610
1,26,600
66,500
95,000
1,33,000
1,61,500
1,90,000
Note : * The adopted Max V/C values are rationally selected V/C values which suit to the Indian traffic conditions
A-25
FINAL REPORT
Indian standard lane width (3.5 m), high free-flow

speed (assumed free flow speed is 70 kmph in the
calculations) than what can be achieved on Indian
highways etc.
ADB Guidelines:
Table 13: Service Flow Rate in PCUs/Day, Calculated

from ADB Guidelines on Capacity Standards
Criteria
Max V/C Ratio
4-Lane
Divided
Carriageway
A
0.35
Level of service
B
C
D
0.5
0.7
0.85
28,000
40,000
80,000
56,000
68,000
24.
Maximum Service Flow Rate calculated based on
the IRC, HCM and ADB guidelines, as discussed and
calculated above are presented in Table 14 for comparison
purpose:
Table 14: Service Flow Rate in PCUs/Day for 4-Lane
Divided Carriageway, Calculated based on IRC, HCM and
ADB guidelines
Criteria
Max V/C Ratio
IRC
HCM
ADB
Guidelines
A
0.35
14,000
44,310
B
0.5
20,000
63,300
28,000
40,000
Level of service
C
D
0.7
0.85
28,000
34,000
88,620 1,07,610
56,000
68,000
E
1.00
40,000
1,26,600
80,000
25.
From the above table, the following inferences were
drawn:
(a)
(b)
The capacity of 4 Land Divided Carriageway

calculated based on the IRC guidelines i.e. 40,000
PCUs/Day is highly on lower side and more over this
was recommended in absence of sufficient research
on capacity of multi-lane highway. Carriageway design
based on this value would give highly conservative and
it is not prudent to adopt such carriageway.
HCM gives a higher value of capacity, which is mainly
due to standard lane width (3.6 m) is higher than the
28.
Figure 4 shows the v/c ratios based on base year
traffic volume (2008) on road network.
Based on
observation of the V/C ratio on various corridors and ongoing
widening of some of the National Highways under NHDP
programme of NHAI, the following inferences have been
made:
(a)
NH3, Part of NH4, Part of NH8 are having V/C more

than one. However, by completion of 4 laning (most
probably in next 1 to 2 years time), the V/C ratios will
come down to less than 0.6.
(b) SHs passing through Pune, Nashik, Ahmednagar,
Dhule, etc. near the cities have V/C ratios more than 1
(c) Other links/corridors which are facing V/C more than
one are:
Daund-Baramati
Solapur-Nanandi
P
O
TR
MUMBAI ME
A-26
27.
Capacity values for Intermediate lane, 2 lane and 4
lane divided carriageways has been assumed as 8,000,
30,000 and 60,000 PCUs/day and these values have been
assumed based on detailed analysis of guidelines provided
by various organizations viz. Indian Roads Congress, High
Capacity Manual, 2000, Asian development Bank as
discussed. Capacity values for 6 lane divided carriageways
and 8 lane divided carriageways has been assumed as
80,000 and 1,20,000 PCUs/day respectively.
UTH
ORIT Y
23.
Service Flow Rate for 4-Lane Divided Carriageway
at various Level of Service is presented in Table 13.
26.
ADB guidelines provide capacity values in between
the IRC and HCM capacity values. Thus the ADB capacity
values are neither under estimated nor over estimated
compared to the IRC and HCM capacity values. Thus the
Consultants have adopted the ADB guidelines for
assessment of capacities of the 2 lane, 4 lane divided
carriageways.
O
LI
TA
N
EN
TA
Single Lane earthen Shoulders

: 6,000 PCUs/Day
Two Lane earthen Shoulders
: 25,000 PCUs/Day
Two Lane With Paved Shoulders
: 30,000 PCUs/Day
Four Lane Divided Carriageway with Earthen Shoulder
: 60,000 PCUs/Day
Four Lane Divided Carriageway with Paved Shoulder
: 80,000 PCUs/Day
22.
ADB has recommended the following capacity
standards (ADB III Road Project Guidelines) for different lane
configurations:
Appendix 5-1
LO
REGION DE VE
Appendix 5-1
FINAL REPORT
Figure 5: Traffic utilization Levels, 2008 on Road Network
A-27
FINAL REPORT
Appendix 5-1
TRAFFIC FORECAST FOR

THE HORIZON YEARS
2011, 2016 AND 2021
29.
Forecasting traffic for the horizon period upto 2021
on wide range of road network i.e. NH, SH, MSH and MDR
and their location in Maharashtra state is gigantic task and it
is beyond scope of the study. Hence, based on broad review

of past studies as explained in the beginning of this
appendix, traffic growth rates have been assumed. Traffic for
the horizon years 2011, 2016 and 2021 has been estimated
using the CAGR of 6%, 5% and 4% respectively. The
forecasted ADT (PCUs) in Table 15.
Table 15: ADT on Some of the Links within DMIC Search Zone in Maharashtra State Estimated for the Year 2011, 2016 and
2021 based on High Density Corridor Study
Beed
Beed
Sangli
Kolhapur
Ratnagiri
2011
7358
43115
25794
19140
63204
23701
16139
37625
35330
37293
42698
43274
18115
80857
13311
13314
4014
65468
36714
27751
28334
37625
12091
32764
28931
10480
4730
18137
12091
25907
18137
12091
8269
12091
21863
28931
28931
27748
20312
42815
20312
ADT (PCUs)
2016
9391
55027
32920
24428
80666
30249
20598
48020
45091
47596
54495
55230
23120
103196
16989
16992
5123
83556
46857
35418
36162
48020
15432
41816
36924
13375
6037
23148
15432
33065
23148
15432
10554
15432
27903
36924
36924
35414
25924
54644
25924
2021
P
O
11426
66949
40052
29720
98143
36803
25061
58424
54860
57908
66301
67196
28129
125554
20670
20673
6233
101659
57009
43091
43997
58424
18775
50876
44924
16273
7345
28163
18775
40229
28163
18775
12841
18775
33948
44924
44924
43087
31541
66483
31541
UTH
ORIT Y
Beed
Beed
Ahmednagar
Ahmednagar
Ahmednagar
Ahmednagar
Beed
Pune
Raigad
Pune
Ahmednagar
Pune
Raigad
Pune
Satara
Satara
Satara
Sangli
Sangli
Satara
Satara
Pune
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Ratnagiri
Sangli
Sangli
Satara
Satara
TR
MUMBAI ME
A-28
SH
MSRP-1
SH
SH
SH
SH
SH
MSRP-1
SH
SH
MSRP-1
MSRP-1
SH
SH
SH
MSRP-1
SH
SH
MDR
SH
SH
MDR
MSH
SH
MSRP-1
SH
SH
MSH
MSH
SH
SH
MSH
MSH
SH
MSH
MSRP-1
MSRP-1
SH
SH
SH
SH
Origin district
O
LI
TA
N
EN
TA
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
Link status
S.No
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
S.No
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
Link status
SH
SH
MSRP-1
MDR
MSH
MSH
MSH
MSH
SH
MSRP-1
SH
MSH
SH
SH
MSH
SH
SH
SH
MDR
SH
SH
MDR
MDR
MDR
MDR
MDR
SH
SH
SH
SH
MSRP-1
SH
MSRP-1
SH
SH
SH
MSRP-1
SH
MDR
SH
SH
SH
SH
SH
MSRP-1
SH
SH
SH
SH
SH
SH
MSRP-1
Origin district
Pune
Raigad
Pune
Raigad
Raigad
Ratnagiri
Ratnagiri
Raigad
Ratnagiri
Ratnagiri
Ratnagiri
Raigad
Raigad
Raigad
Raigad
Raigad
Satara
Satara
Satara
Pune
Satara
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Pune
Solapur
Solapur
Solapur
Solapur
Satara
Solapur
Solapur
Sangli
Solapur
Sangli
Sangli
Sangli
Sangli
Sangli
Sangli
Sangli
Satara
Sangli
Satara
Satara
Satara
Satara
Solapur
Raigarh
Satara
Raigarh
Raigarh
Ratnagiri
Satara
Solapur
Satara
Satara
Kolhapur
Satara
Sangli
2011
38215
22143
16760
18137
18137
12091
12091
12091
7544
8266
10797
81812
12271
12027
81812
29244
22983
22983
11165
23928
13313
38215
76370
38215
11347
38215
80857
80857
37293
64501
37923
37206
52250
16119
53022
45155
35804
34454
36714
39131
23701
106277
66178
65468
35804
34454
46970
34454
46970
4014
16119
56386
ADT (PCUs)
2016
48773
28261
21390
23148
23148
15432
15432
15432
9628
10550
13780
104415
15661
15350
104415
37324
29333
29333
14250
30539
16991
48773
97470
48773
14482
48773
103196
103196
47596
82321
48400
47485
66686
20572
67671
57630
45696
43973
46857
49942
30249
135639
84462
83556
45696
43973
59947
43973
59947
5123
20572
71964
2021
59340
34384
26024
28163
28163
18775
18775
18775
11714
12836
16765
127037
19054
18676
127037
45410
35688
35688
17337
37155
20672
59340
118587
59340
17620
59340
125554
125554
57908
100156
58886
57773
81134
25029
82332
70116
55596
53500
57009
60762
36803
165026
102761
101659
55596
53500
72935
53500
72935
6233
25029
87555
A-29
FINAL REPORT
Appendix 5-1
Sangli
Solapur
Solapur
Solapur
Solapur
Solapur
Ahmednagar
Solapur
Pune
Ahmednagar
Pune
Pune
Satara
Pune
Satara
Satara
Pune
Pune
Solapur
Solapur
Pune
Solapur
Solapur
Solapur
Ahmadnagar
Solapur
Solapur
Ahmadnagar
Solapur
Solapur
Osmanabad
Solapur
Solapur
Osmanabad
Osmanabad
Beed
Osmanabad
Solapur
Solapur
Solapur
Solapur
Solapur
Solapur
Solapur
Solapur
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Solapur
Pune
Solapur
Satara
Solapur
Osmanabad
Osmanabad
Osmanabad
Osmanabad
Solapur
Latur
Osmanabad
Osmanabad
Osmanabad
Beed
2011
31421
37923
40556
34454
45155
23701
13564
52250
28702
46818
80857
67806
52250
30279
13314
13311
43274
67806
31455
37206
45155
53022
45155
23688
46818
25794
28702
17049
13564
46818
23688
40556
22116
40556
31598
11450
15221
16139
22116
31183
23688
31183
40556
23688
23688
11057
16546
22776
43115
10056
16546
22116
ADT (PCUs)
2016
40102
48400
51761
43973
57630
30249
17311
66686
36632
59753
103196
86540
66686
38645
16992
16989
55230
86540
40145
47485
57630
67671
57630
30233
59753
32920
36632
21759
17311
59753
30233
51761
28226
51761
40328
14613
19426
20598
28226
39798
30233
39798
51761
30233
30233
14112
21117
29069
55027
12834
21117
28226
2021
P
O
48790
58886
62975
53500
70116
36803
21061
81134
44568
72699
125554
105289
81134
47018
20673
20670
67196
105289
48843
57773
70116
82332
70116
36783
72699
40052
44568
26473
21061
72699
36783
62975
34341
62975
49065
17779
23635
25061
34341
48420
36783
48420
62975
36783
36783
17169
25692
35367
66949
15615
25692
34341
TR
MUMBAI ME
A-30
SH
MSRP-1
SH
SH
SH
MSRP-1
SH
MSRP-1
SH
SH
MDR
SH
MSRP-1
SH
MSRP-1
MDR
MSRP-1
SH
MSRP-1
SH
SH
SH
MSRP-1
SH
SH
SH
SH
MSRP-1
SH
SH
SH
SH
MSRP-1
SH
MSRP-1
SH
MSRP-1
SH
MSRP-1
SH
SH
SH
SH
SH
SH
SH
SH
MSRP-1
MSRP-1
SH
SH
MSRP-1
Origin district
UTH
ORIT Y
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
Link status
O
LI
TA
N
EN
TA
S.No
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
S.No
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
Link status
SH
SH
SH
SH
SH
SH
SH
MDR
SH
MSRP-1
MSRP-1
MSRP-1
SH
MSH
SH
SH
MSRP-1
SH
SH
SH
MDR
MSH
SH
SH
SH
SH
SH
MSRP-1
MDR
SH
MDR
MDR
SH
MSH
SH
MSRP-1
SH
SH
SH
SH
MDR
MSRP-1
MDR
MDR
SH
SH
SH
MSRP-1
MSRP-1
SH
SH
SH
Origin district
Beed
Beed
Nashik
Dhule
Nashik
Nashik
Ahmadnagar
Pune
Pune
Dhule
Nashik
Nashik
Thane
Thane
Thane
Thane
Thane
Raigad
Thane
Thane
Thane
Raigad
Raigad
Raigad
Raigad
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Thane
Pune
Pune
Pune
Pune
Raigad
Raigad
Pune
Thane
Nashik
Thane
Thane
Thane
Latur
Ahmadnagar
Raigarh
Raigarh
Thane
2011
5606
5606
25185
6453
5219
23788
12138
32155
7116
38208
36250
36250
26164
12048
48021
28525
40527
14440
34582
48021
50343
18031
61240
35330
14440
48021
12876
26126
34495
26126
26126
30480
24683
63468
91740
40527
85105
43322
26164
21794
32155
37625
19771
19771
15128
15128
32155
40527
36250
28605
12553
23507
ADT (PCUs)
2016
7155
7155
32143
8236
6661
30360
15492
41039
9082
48764
46265
46265
33393
15377
61288
36406
51724
18430
44136
61288
64252
23013
78159
45091
18430
61288
16433
33344
44025
33344
33344
38901
31502
81003
117086
51724
108618
55291
33393
27815
41039
48020
25233
25233
19308
19308
41039
51724
46265
36508
16021
30002
2021
8705
8705
39107
10020
8104
36938
18848
49930
11050
59329
56288
56288
40628
18708
74566
44293
62930
22423
53698
74566
78172
27999
95092
54860
22423
74566
19993
40568
53563
40568
40568
47329
38327
98553
142453
62930
132150
67270
40628
33841
49930
58424
30700
30700
23491
23491
49930
62930
56288
44418
19492
36502
A-31
FINAL REPORT
Appendix 5-1
Thane
Thane
Thane
Nashik
Nashik
Nashik
Nashik
Nashik
Nashik
Buldana
Jalgaon
Jalgaon
Jalgaon
Buldana
Jalgaon
Jalgaon
Nashik
Aurangabad
Jalgaon
Aurangabad
Beed
Beed
Aurangabad
Aurangabad
Aurangabad
Beed
Beed
Aurangabad
Aurangabad
Ahmadnagar
Aurangabad
Aurangabad
Ahmadnagar
Aurangabad
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Pune
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Ahmadnagar
Dhule
Dhule
Jalna
Ahmadnagar
Jalna
Jalna
Ahmadnagar
Jalna
Aurangabad
Beed
2011
37081
26057
28605
47260
53396
14327
47260
23788
53396
11754
25002
25801
15133
14858
6259
17062
26126
9950
23781
3429
18164
11097
31282
24061
87344
20703
30825
85716
4288
63204
14904
100052
18710
24061
39122
3603
29582
44045
16237
63204
23701
39143
20134
20134
39143
63204
29582
63204
16237
21914
21914
15855
ADT (PCUs)
2016
47326
33256
36508
60317
68148
18285
60317
30360
68148
15001
31910
32929
19314
18963
7988
21776
33344
12699
30351
4376
23182
14163
39925
30709
111476
26423
39341
109398
5473
80666
19022
127695
23879
30709
49931
4598
37755
56214
20723
80666
30249
49957
25697
25697
49957
80666
37755
80666
20723
27968
27968
20235
2021
P
O
57579
40461
44418
73385
82912
22246
73385
36938
82912
18251
38823
40063
23498
23071
9719
26494
40568
15450
36927
5324
28204
17231
48575
37362
135628
32148
47864
133099
6659
98143
23143
155360
29052
37362
60749
5594
45935
68393
25213
98143
36803
60780
31264
31264
60780
98143
45935
98143
25213
34027
34027
24619
TR
MUMBAI ME
A-32
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
MSRP-1
SH
SH
SH
MSRP-1
SH
SH
SH
SH
SH
SH
MSRP-1
MSRP-1
MSH
MDR
SH
MTDCRD
SH
WBPROJ
SH
SH
SH
SH
SH
SH
SH
SH
SH
WBPROJ
SH
SH
MSRP-1
MSRP-1
SH
WBPROJ
SH
WBPROJ
SH
SH
MDR
SH
Origin district
UTH
ORIT Y
198
199
200
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
219
220
221
222
223
224
225
226
227
228
229
230
231
232
233
234
235
236
237
238
239
240
241
242
243
244
245
246
247
248
249
Link status
O
LI
TA
N
EN
TA
S.No
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
S.No
250
251
252
253
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
291
292
293
294
295
296
297
298
299
300
301
Link status
SH
SH
MDR
SH
MSRP-1
SH
MDR
SH
SH
SH
SH
SH
SH
SH
SH
MSRP-1
SH
MSRP-1
SH
SH
SH
SH
MSRP-1
SH
MSRP-1
SH
MSRP-1
SH
SH
SH
SH
SH
MSRP-1
SH
MDR
MSRP-1
MTDCRD
SH
SH
SH
MDR
SH
SH
SH
MDR
MSRP-1
SH
SH
SH
MSRP-1
SH
SH
Origin district
Beed
Ahmadnagar
Beed
Beed
Ahmadnagar
Ahmadnagar
Aurangabad
Ahmadnagar
Ahmadnagar
Ahmadnagar
Aurangabad
Ahmadnagar
Aurangabad
Nashik
Nashik
Aurangabad
Nashik
Nashik
Nashik
Ahmadnagar
Nashik
Nashik
Nashik
Nashik
Aurangabad
Nashik
Ahmadnagar
Nashik
Nashik
Nashik
Nashik
Nashik
Jalgaon
Aurangabad
Aurangabad
Aurangabad
Aurangabad
Aurangabad
Jalgaon
Jalgaon
Aurangabad
Jalgaon
Jalgaon
Parbhani
Jalna
Jalna
Jalna
Jalna
Parbhani
Jalgaon
Beed
Beed
Beed
Beed
Aurangabad
Jalgaon
Jalgaon
Nashik
Jalna
Aurangabad
Nashik
Aurangabad
Aurangabad
Akola
Buldana
Buldana
Bul
Buldna
Parbhani
Parbhani
2011
30825
19140
15336
13394
44045
3603
14904
29582
100052
39122
14904
26048
19080
29703
29741
32885
13684
36577
20931
14255
23788
23788
36577
9255
32885
23788
63204
4725
49617
26126
60986
49617
31273
34843
19080
23299
23299
23299
2155
23781
3429
23781
15133
18064
3020
44100
16650
21900
20753
44596
9571
30825
ADT (PCUs)
2016
39341
24428
19573
17095
56214
4598
19022
37755
127695
49931
19022
33245
24351
37909
37958
41971
17465
46683
26714
18193
30360
30360
46683
11812
41971
30360
80666
6030
63325
33344
77835
63325
39913
44469
24351
29736
29736
29736
2750
30351
4376
30351
19314
23055
3854
56284
21250
27951
26487
56917
12215
39341
2021
47864
29720
23814
20799
68393
5594
23143
45935
155360
60749
23143
40448
29627
46122
46182
51064
21249
56797
32502
22135
36938
36938
56797
14371
51064
36938
98143
7336
77045
40568
94698
77045
48560
54103
29627
36178
36178
36178
3346
36927
5324
36927
23498
28050
4689
68478
25854
34007
32225
69248
14861
47864
A-33
FINAL REPORT
Appendix 5-1
Jalna
Jalna
Beed
Beed
Beed
Beed
Beed
Beed
Beed
Jalna
Jalna
Jalna
Jalna
Jalna
Jalna
Jalna
Jalna
Jalna
Parbhani
Beed
Beed
Beed
Jalna
Buldana
Jalna
Aurangabad
Buldana
Jalna
Jalna
Aurangabad
Buldana
Jalgaon
Jalgaon
Aurangabad
Aurangabad
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Akola
Akola
Jalgaon
Jalgaon
Dhule
Dhule
Dhule
Dhule
Dhule
Dhule
Dhule
Dhule
Dhule
Beed
Beed
Parbhani
Parbhani
Buldana
Jalna
Buldana
Aurangabad
Buldana
Buldana
2011
44596
7733
5556
21892
30825
18164
6633
9571
6633
4876
24880
24880
21892
21892
4876
4876
7733
44596
53207
6467
7358
28327
3020
14891
20135
48589
14948
20135
21900
28770
14948
2402
26993
3429
48589
23781
26993
25002
23665
20768
19443
8956
39065
21191
38208
28856
38213
38213
21191
28856
21191
21191
ADT (PCUs)
2016
56917
9869
7091
27940
39341
23182
8466
12215
8466
6223
31754
31754
27940
27940
6223
6223
9869
56917
67907
8254
9391
36153
3854
19005
25698
62013
19078
25698
27951
36719
19078
3066
34451
4376
62013
30351
34451
31910
30203
26506
24815
11430
49858
27046
48764
36828
48771
48771
27046
36828
27046
27046
2021
P
O
69248
12007
8627
33993
47864
28204
10300
14861
10300
7571
38634
38634
33993
33993
7571
7571
12007
69248
82619
10042
11426
43986
4689
23122
31266
75448
23211
31266
34007
44674
23211
3730
41915
5324
75448
36927
41915
38823
36747
32249
30191
13906
60660
32906
59329
44807
59337
59337
32906
44807
32906
32906
TR
MUMBAI ME
A-34
SH
SH
MDR
MSRP-1
SH
SH
SH
SH
SH
SH
SH
MSRP-1
MSRP-1
MSRP-1
SH
MDR
SH
MSH
SH
SH
SH
SH
MDR
SH
MDR
SH
SH
SH
SH
SH
SH
SH
MSRP-1
SH
MSH
SH
MSRP-1
SH
SH
MDR
MDR
SH
SH
MDR
MSRP-1
MSH
SH
SH
SH
MSH
SH
SH
Origin district
UTH
ORIT Y
302
303
304
305
306
307
308
309
310
311
312
313
314
315
316
317
318
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
352
353
Link status
O
LI
TA
N
EN
TA
S.No
LO
REGION DE VE
FINAL REPORT
Appendix 5-1
S.No
354
355
356
357
358
359
360
361
362
363
364
365
366
367
368
369
370
371
372
373
374
375
376
377
378
379
380
381
382
383
384
385
386
387
388
389
390
391
392
393
394
395
396
397
398
399
400
401
402
403
404
405
Link status
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
SH
MDR
SH
SH
SH
SH
SH
SH
SH
SH
SH
MSRP-1
SH
MSH
SH
SH
SH
SH
SH
SH
SH
MSRP-1
MSRP-1
SH
SH
SH
SH
MSRP-1
SH
MSRP-1
MSRP-1
SH
SH
SH
SH
Origin district
Dhule
Jalgaon
Jalgaon
Jalgaon
Dhule
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Jalgaon
Buldana
Raigad
Ratnagiri
Sangli
Sangli
Satara
Akola
Sangli
Thane
Thane
Nashik
Nashik
Nashik
Dhule
Dhule
Dhule
Dhule
Jalgaon
Pune
Kolhapur
Ratnagiri
Satara
Sangli
Solapur
Solapur
Sangli
Sangli
Sangli
Sangli
Sangli
Ratnagiri
Ratnagiri
Ratnagiri
Pune
Satara
Ahmadnagar
Pune
Solapur
Jalgaon
Dhule
Jalgaon
Amravati
Ahmadnagar
Satara
Solapur
Satara
Pune
Satara
2011
12755
7580
11654
7580
40240
8956
8956
11654
39065
7494
15133
7494
26993
39065
11754
12271
8544
27748
8970
46970
6969
17504
15713
112719
25185
25185
25185
6453
38208
28856
28856
46278
63204
35695
9625
30279
39131
56318
32518
23701
27751
27751
30826
65468
8266
8266
8266
16760
22983
28702
43274
24041
ADT (PCUs)
2016
16279
9674
14874
9674
51358
11430
11430
14874
49858
9564
19314
9564
34451
49858
15001
15661
10905
35414
11448
59947
8894
22340
20054
143861
32143
32143
32143
8236
48764
36828
36828
59064
80666
45557
12284
38645
49942
71878
41502
30249
35418
35418
39343
83556
10550
10550
10550
21390
29333
36632
55230
30683
2021
19806
11770
18096
11770
62485
13906
13906
18096
60660
11636
23498
11636
41915
60660
18251
19054
13268
43087
13928
72935
10821
27180
24399
175029
39107
39107
39107
10020
59329
44807
44807
71860
98143
55427
14945
47018
60762
87451
50494
36803
43091
43091
47867
101659
12836
12836
12836
26024
35688
44568
67196
37331
A-35
FINAL REPORT
Appendix 5-1
Solapur
Jalna
Beed
Solapur
Dhule
Raigad
Raigad
Raigad
Raigad
Ratnagiri
Satara
Satara
Nanded
Raigad
Pune
Dhule
Dhule
Dhule
2011
24041
44596
10947
37206
61240
18848
18137
18137
13146
47562
40132
33402
19816
30410
18031
43274
38208
21191
ADT (PCUs)
2016
30683
56917
13971
47485
78159
24055
23148
23148
16778
60703
51220
42630
25291
38812
23013
55230
48764
27046
2021
P
O
37331
69248
16998
57773
95092
29267
28163
28163
20413
73854
62317
51866
30770
47221
27999
67196
59329
32906
TR
MUMBAI ME
A-36
SH
MSH
SH
SH
MSRP-1
SH
SH
SH
SH
SH
SH
SH
MSH
SH
SH
MSRP-1
SH
SH
Origin district
UTH
ORIT Y
406
407
408
409
410
411
412
413
414
415
416
417
418
419
420
421
422
423
Link status
O
LI
TA
N
EN
TA
S.No
LO
REGION DE VE
Appendix
5.2
PORTS
APPENDIX 5.2:
MAJOR PORTS
(a)
Mumbai Port
PORTS
ample shelter for shipping throughout the year. There are

three enclosed wet docks namely Indira, Prince's and
Victoria Docks. In addition, for handling crude and petroleum
products, there are four jetties at Jawahar Dweep, an island
in the Mumbai harbour. Chemicals and other related
products are also handled at a jetty at Pir Pau. The port,
during its long chequered history of over 130 years, has been
called upon to handle all types of cargo-handling up to
approximately one sixth of the total sea-borne trade of the
country.
Overview:
1.
Port of Mumbai has long been the principal
gateway of India. It is situated almost midway along the west
coast of India and is gifted with a natural harbour (Figure 1 &
Figure 2). Over the years it has played a dominant role in
developing the country's trade and commerce. Its rise to
eminence was largely due to its strategic location providing
Regional Road Connectivity
NH8
Virar
NH
Gho
d ba
r
nd e
road
(SH)
Thane
EE
WE H
Mumbra
SH42
Amra road
Kalamboli
Junction
MbPT
JNPT
42
um
ba
iP
u
SH54
NH17
SH81
SH
JNPT
NH
4B
ne
Ex
pr
es
sw
ay
NH4
Khopta Bridge
4 2 0
12
16
Kilometers
Rewas
Figure 1: Location of Major Ports in Maharashtra
A-1
FINAL REPORT
Appendix 5-2
Figure 2: Location of Mumbai Port
P
O
UTH
ORIT Y
3.
There are 63 anchorages points in the area
generally known as Mumbai Harbour spread in Bay
between Mumbai Island and Main land (Figure 3). All of
these are shared between the two ports of Mumbai and
JNPT. A total of 45 berths exist at Indira, Victoria and
Princes docks. In addition, there are six liquid handing
berths, two repair berths and two passenger berths.
TR
MUMBAI ME
A-2
Facilities:
O
LI
TA
N
EN
TA
1 An indication of the capabilities of the yard is evidenced by the fact that the
Indian Navy had designated it as the facility to build two attack submarines that
were believed to be delivered by 2005.
Steel fabrication facilities include 600-ton rolls, latest

technology welding systems, and bending and shaping
machines. In addition, MDL is authorized to use the facilities
at Mumbai Port Trust. These facilities include a 305m drydock, and a 152m dry-dock. The yard is under the
administrative direction of the Ministry of Defence.
2.
Port of Mumbai also includes Mazagon Dock
Limited. Taken over by the government in 1960, it is the
principal builder of warships, submarines, and offshore
platforms. It is the largest shipyard in India and employs over
10,000 workers1. The yard has designed and constructed
surface combatants [6700 ton destroyers], submarines,
cargo vessels, tankers, tugs, dredges, and offshore
structures. There is an impounded wet basin with dimensions
of 274m x 26.2m x 9.14m. Additionally, there are three
slipways, with two capable of handling ships up to
27,000dwt, and the third having a capacity of 16,000dwt.
LO
REGION DE VE
Appendix 5-2
FINAL REPORT
Figure 3: Mumbai Harbour

4.
Besides wet docks, there are, along the harbour
front, a number of Bunders, which are open wharves and
basins where the traffic carried by sailing vessels is handled.
These bunders have extensive facilities for loading,
unloading and storing the cargo and have an aggregate
quayage of 12,500 meters. There are also various Container
Freight Stations, Empty Container Yards and warehouses,

which, together with Docks own storages area, provide a
total of 32 Ha of covered storage area and 17.5 Ha of open
storage area. In addition, there are about 13000 slots for
containers.
A-3
FINAL REPORT
5.
The main constraint at Mumbai Port is the limitation
posed on the size of vessels due to the enclosed dock
system with age-old Lock Gates. While the offshore
Container Terminal, at a total estimated cost of Rs 1,000
Crore, is one option for overcoming constraints, lately, the
feasibility of deepening the harbour wall berths is also being
explored.
Hinterland
6.
The state of Maharashtra is the Primary Hinterland
for Mumbai Port. Nearly 44% of its traffic originates within
the state. Mumbai city itself accounts for nearly 28% of the
total traffic of Mumbai Port. Another main area is Gujarat,
which accounts for 14% of total traffic. Delhi accounts for
nearly 13% of the traffic. Other states such as Madhya
Pradesh, Rajasthan, Punjab, Haryana, Uttar Pradesh, West
Bengal etc. account for the rest of the traffic.
Connectivity
7.
Port authorities claim that a network of roads of
over 126 km serves the Port area. Most likely, this does not
take into account issues related to thriving surrounding area
which houses large businesses and employment centres of
Mumbai. Most of the roads around port are congested. The
Port of Mumbai owns and operates its own Railway, which is
connected to the broad gauge main lines of the Central and
Western Railway at its Interchange Railway Yard at Wadala.
The Railway runs about 11 km of straight route between
Ballard Pier and Wadala and has an extensive network of
track of about 130 km. It serves the Docks as well as various
installations and factories on the Port Trust estates. It has its
own fleet of 9 diesel locomotives. MbPT Railway is
connected to the Indian Railways at Raoli Junction at Wadala
for receiving and despatching the trains generated from and
to the hinterlands. The Marshalling yard at Wadala runs into
a total of 21 track Km. The yard has 5 full length lines in
each receiving and dispatching yard which can cater to 10-12
trains a day which can be exchanged with Trunk Railways.
Appendix 5-2
problems described in earlier paragraphs, have limited the

use of Rail as an important mode of evacuation in Mumbai
Port in spite of it being theoretically connected to all of India
and extensive in-port rail infrastructure.
Performance
10.
Till 1984-85, Mumbai Port's annual traffic handling
was the highest among all the major Indian ports (Figure 4).
Now it is ranked in 6th or 7th. Looking at overall traffic
handled at the port, it has been growing since last four years.
Traffic handled in the year 2006-07 was 52.4 million tonnes
(provisional). But when commodity wise growth is seen, it is
found that most of this growth is due to POL and Iron and
Steel. Connectivity of POL is wholly by pipeline and it does
not get affected by the connectivity problems as faced by
other commodities. Growth of Iron and Steel (imports) might
have been fuelled by the needs of growing manufacturing
sector of Western India which is not served by the competing
JNPT (Figure 5). All the important container traffic has been
continuously decreasing since last eight years now (Figure
6).
Figure 4: Overall Traffic at Mumbai Port (Import +

Export, Mill. Tonne)
8.
For handling ICD traffic, an RCD has been set up at
Cotton Depot with facilities for reception and stacking of
containers. It can handle two trains of 45 wagons with
double dispatch facilities. Operation of port railways has
been a bane as it is not one of the core functions of Port
authorities. Many attempts at transferring the assets to India
Railways for efficient operation failed as it involved tricky
problems related transfer of labour.
UTH
ORIT Y
O
LI
TA
N
EN
TA
P
O
TR
MUMBAI ME
A-4
Figure 5: Non-POL Imports at Mumbai Port (million

tonne)
9.
Since the rail network of Central and Western
Railway around the port is already congested with heavy
intra (suburban) and inter-city passenger operations, very
limited capacity is made available to the port. Only a small
window of three to four hours (out of a total of 24 hours in a
day) is made available for freight traffic destined or
originating inside the port premises. This, coupled with
LO
REGION DE VE
FINAL REPORT
Appendix 5-2
the bulk mode. Also, as movement of steel products cannot

be fully containerized, the port expects that this cargo would
continue to be shipped in break-bulk form at least for the next
eight to ten years. Such cargoes will be Mumbai Ports major
focus areas. In the coming year, the efforts of MbPT would
be to garner more traffic through new cargo like salt and
cement. It is expected that automobile exports by Maruti Ltd
and other automobile manufacturers will grow with their
export-base shifting to Mumbai Port.
14.
The port has also realised that to further climb up
the ladder by focusing on break and break-bulk cargoes it
has to remove certain major constraints that are impeding its
operations. At present Mumbai Port has a draft of 9.2 m,
which is just not adequate for larger vessels to enter. For
this, MbPT is planning to utilise the harbour wall by
increasing the draft from 8.5 m to at least 10 m in the next
one or two years. Significantly, it has been concluded that
the harbour wall area, which had been given up for utilisation
due to the rocky surface of the seabed, can be dredged.
Figure 6: Container Traffic at Mumbai Port (1975-06)

11.
Mumbai Port's decline has been mainly in the wake
of the increasing trend of containerisation of break-bulk
cargo. And Mumbai Port's loss has been JNPT's gain from
54,643 TEUs in 1990-91, the container throughput at JNPT
increased to 1.9 million TEUs in 2002-03 and over 2.6 million
TEUs last fiscal (including private terminals at the port that
are operated by P&O Ports and Gateway). In comparison,
Mumbai port handled 1.6 lakh TEUs in 2005-06, against 2.2
lakh TEUs in 2004-05.
Mode Split
15.
Information regarding what mode is used to bring in
different kinds of cargo is not easily available. Except POL,
and limited amount of Containerised cargo (which is
dwindling), almost all of the other traffic reaches or leaves
the port by road. This includes more than 3 Mt (2002-03) of
containers and more than a million tonne of metal products.
All of these involve movement of large trucks.
12.
For this reason, Mumbai Port is now shifting its
focus on building infrastructure for handling of break and
break-bulk cargoes for the next few years, instead of
competing with JNPT for container cargoes. While 80 per
cent of the general cargo the world over is now being moved
in containers, in India only 45 per cent of the general cargo is
containerised. Hence it is believed that at least for the next
15 years, there is enough potential in India in the break and
break-bulk segment.
16.
MbPT's plans to improve road-rail connectivity
through a dedicated cargo line between Wadala and Kurla. It
has also planned a separate road link via the salt pans at
Wadala directly connecting Chembur and bypassing the city.
It has agreed to share the cost of this link, to be executed by
MMRDA.
13.
Mumbai Port expects agri-products, including rice,
wheat and oil cake, to be a potential cargo for movement in
Table 1: Imports and Exports of Mumbai Port, 2003 to 2007/08
Sr.
No.
1
2
3
4
5
6
7
8
9
10
11
12
COMMODITY
A. IMPORTS
Crude Oil
POL Products
Bulk Chemicals
Fertilisers
Rock Phosphate
Sulphur
Iron & Steel
Edible Oil
Pulses
Containerised Cargo
Stream Cargo
Miscellaneous
TOTAL IMPORT
B. EXPORTS
Crude Oil
2007-08
2006-07
2005-06
2004-05
2003-04
12745
3399
859
98
184
31
2806
322
514
765
6446
4210
32379
12569
2322
664
135
317
19
2864
326
428
950
6359
4135
31088
10922
2659
822
171
372
51
2876
395
481
1531
4017
2570
26867
8446
2448
761
161
325
88
1814
550
382
2003
5346
737
23061
8741
1815
675
113
247
159
985
740
547
2103
2547
380
19052
13680
13730
12242
7187
6616
A-5
FINAL REPORT
Appendix 5-2
2006-07
2005-06
2004-05
2003-04
7252
102
587
41
1276
62
51
96
866
647
24660
57039
3549
77
399
68
2019
198
22
0
631
583
21276
52364
1958
83
48
93
1516
177
22
0
614
570
17323
44190
1314
66
24
219
2091
218
14
0
568
425
12126
35187
1404
70
274
129
1196
344
0
0
713
197
10943
29995
17.
Port is concentrating on break bulk and bulk.
Specific commodities which are not amenable for
containerization are being targeted. Automobiles, Cement,
Salt, Steel, food grain, pulses and many commodities are
being encouraged successfully. This is all in an addition to
the already growing liquid bulk traffic.
18.
One of the saddest part of all this is that most of the
evacuation is happening by road (trucks) in spite the port
having large infrastructure of railways. While road is
considered the most inefficient type of evacuation mode,
specially for bulk or break bulk cargo, it has to depend on it
as the only means. Railway network around the port
premises is overloaded with suburban and intercity
passenger traffic. With the port getting surrounded by intense
commercial activities and large existing and planned
employment centres, evacuation by road will get more and
more difficult. This will not only create delays for passenger
traffic but also make the port business more inefficient.
19.
In parallel, plans are also underway to make way
for commercial exploitation of large real estate. This will
surely release additional space of business and employment,
which will have its own transportation requirement. But, at
the same time, port operations will not cease or dwindle to
very low levels in the near future.
20.
Need of the hour is to expedite the planned and
dedicated rail and road link from Wadala to Kurla/ Chembur
and beyond. Being an autonomous profit centre of
Government of India, it is better for the city managers to plan
the surroundings to serve its requirement rather than wish for
its annihilation.
21.
A total of 45.57 Ha have been earmarked for
MbPTs new development projects, including 13.55 Ha for a
CFS (container freight station) at the Cotton Depot at Cotton
Green and dock expansion near Gamadia Road. Moreover,
MbPT owns some land admeasuring 28.39 Ha at Titwala
village, 60 km from Mumbai Harbour, about which they are
still undecided. Thus, MbPT is left with net surplus balance of
3.63 hectares (nearly 4 lakh sq. ft) for outright sale to the
public.
Master Plan for the Development of Mumbai Port
22.
The Government of Japan in 1996 had agreed to
undertake a Study on the Master Plan for the development of
Mumbai Port under the Technical Co-operation Programme
of the Government of Japan. Japan International Cooperation Agency, the official agency responsible for the
implementation of the Technical Co-operation Programmes
of the Government of Japan was entrusted the task of
undertaking the Study, with the following objectives:
To formulate a Master Plan for the development of the
Port of Mumbai for the period upto the year 2017-18;
and
(b) To conduct a Feasibility Study on the short term
development plan for the period upto the year 2007.
(a)
23.
Proposed plans and investments for Master Plan
for Mumbai Port by JICA are presented in Figure 7. JICA
have now presented their report for consideration. JICA
recommends construction of three deep drafted offshore
jetties with water depth of 13.5 m for handling of container
vessels. It envisages deepening of access channel -10.5 m.
The total project cost of construction of 3 deep drafted berths
and infrastructural back-up is estimated at Rs. 17 billion.
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POL Products
Bulk Chemicals
Sugar
Foodgrains
Iron & Steel
Oil Cakes
Edible Oil
Molasses
Containerised Cargo
Miscellaneous
TOTAL EXPORT
GRAND TOTAL
2007-08
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Sr.
No.
2
3
4
5
6
7
8
9
10
11
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Appendix 5-2
Figure 7: Location of JN Port (among major ports of India)

Table 2: Master Plan for the Development of Mumbai Port Proposed Plans and Investments
Sl.
No.
Name of the Project and its mode of

financing (e.g. Govt. funding or PPP
format)
Brief Description of the Project
Construction / Reconstruction of berths / jetties etc.

1.
Construction of two off-shore container The proposal comprises of construction of two off-shore container berths for
terminal
handling vessels of 6000 TEU capacity. On implementation of the scheme,
Mumbai Port's cargo handling capacity will increase by 10 million tonnes per
Mode of financing :
annum.
PPP : Rs. 862 cr.
Govt. funding : Rs. 366 cr.
2.
Redevelopment of 18 to 21 ID, Harbour Wall The proposal comprises of upgradation of four harbour wall berths at Indira
Berths
Dock to handle large and deep drafted vessels. On implementation of the
scheme, Mumbai Port cargo handling capacity shall increase by 7.00 million
Mode of financing : Govt. funding
tonnes per annum.
3.
Construction of 2nd berth for handling The proposal comprises of construction of a berth at Pir Pau for handling
chemicals / specialised grade of POL off Pir chemicals and specialised grades of POL. Mumbai Port cargo handling capacity
Pau Pier
will increase by 2.00 million tonnes per annum, on implementation of the
scheme.
4.
New cruise terminal near Gateway of India - The proposal comprises of construction of a international standard cruise
Phase I and II
terminal near Gateway of India to cater to cruise ships visiting Mumbai.
Mode of financing : PPP
5.
5th oil berth at Jawahar Dweep - modern oil The proposal is to increase the crude oil handling capacity of Mumbai Port by
berth to handle larger oil tankers
construction of a 5th oil berth at Jawahar Dweep. On implementation of the
scheme, the crude oil handling capacity will increase by 15 MTPA
6.
Redevelopment of BPX and BPS berths
The proposal comprises of Modernisation of BPX, BPS container berths to cater
to deep drafted vessels.
Projected
future
Investment
(Rs. Crores)
1228
353
116
152
150
150
Source: http://mumbaiport.gov.in/newsite/portinfo/future.htm
A-7
FINAL REPORT
(b)
Jawaharlal Nehru Port
Overview:
24.
Jawaharlal Nehru Port is located within the
Mumbai harbour on west coast of India (Figure 7 & Figure
8). This is the youngest major port commissioned in 1989
with total land area of 25 km2. It is developing as Indias
major hub port. The port has three dedicated terminals and
vast back-up area ideally suited for future maritime
requirements of the country, especially the north-western
part. The water front infrastructure of the port spreads over
54 km2 with strong potential for developing additional
facilities. The land area in possession of the port measures
2584 Ha. Most of this area is low lying but can be easily
developed for providing operational back up facilities. The
Port is integrated into the national network of roads and
railways.
Appendix 5-2
25.
The port had, in early 1990s, developed a new
modern two-berth container terminal through private
participation on Build, Operate, Transfer basis. The terminal
was developed by P&O Ports Ltd through an SPV known as
Nhava Sheva International Container Terminal Ltd (NSICT).
The terminal can handle about 1.2 Mt of containerized cargo
per annum. A dedicated twin berth for handling POL products
and other liquid cargo has also been developed on Built
Operate Transfer basis. Development of the berth and allied
facilities are completed in all respect. The port has planned
for reclaiming about 20 hectares area behind the bulk berth
complex. This area is to be used for open storage of project
cargo, containers and vehicles meant for export. The port is
in the advance stage of putting in operation a third container
terminal of equivalent size through BOT concession
agreement with a company known as Gateway Distriparks.
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Figure 8: Location of JN Port (in Mumbai surroundings)
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Appendix 5-2
Facilities:
26.
There are a total of three berths at JNPCT with a
total quay length of 680 m. Another 600m of quay length is
with privately operated NSICT. Further, another about 712 m
of quay length is almost ready as the third terminal gateway
Terminals India Private Limited (GTIPL). Comparison of
facilities of these terminals are presented in Table 3.
27.
All three terminals have similar equipment with
about eight quay cranes each. In terms of gantry cranes,
NSICT and GTIPL have 32 where as JNICT has 21 of these
(both rail as well as rubber tyre). While JNICT reports its
capacity at 600,000 TEUs per annum, NSICT web sites
claims a capacity of 1.1 million TEUs per annum. In terms of
performance, both the terminals have been performing
almost at par with about 1.2 to 1.3 million TEUs each. GTIPL
is already handling about 60,000 TEU per month and shall
reach traffic levels of 1.1 to 1.2 million TEUs soon.
28.
It is expected that total port will soon be handling
traffic of about 4.0 million TEUs in the coming years. Table 3
provides comparison of three terminal at JNPT in terms of
various facilities available.
Table 3: Comparison of facilities of various terminals at
JNPT
Facility
Quay2 Length
RMQC3
RMGC4
RTGC5
Container Yard (Ha)
Railway Siding
Tractor Trailers
Reach Stackers
Reefer Points
JNPCT
600
8
3
18
41
4
119
11
280
NSICT
680
8
3
29
28
2
134
3
672
GTIPL
712
8
3
29
52+2+18
3
86
4
504
Traffic also comes from southern and East Indian states

despite existence of other container terminals such as those
at Chennai and Vizag. This is so because many shipping
lines have permanent arrangement with terminals at JNPT.
Once goods are booked for destinations in Western Nations
and on shipping lines calling at JNPT terminals, they have to
be brought at JNPT.
30.
Container as a commodity is derived. It is neither
produced or consumed in itself. It only forms part of supply
chain of many other commodities with varied origins and
destinations which are stuffed in/ de-stuffed out of
containers. Thus, immediate origin and destinations for
containers loaded/ unloaded on ships are various Container
Freight Stations and Inland Container Depots where
commodities arrive to be stuffed in containers.
31.
Locations of such CFS/ICDs are either near
consumption point or near loading/unloading point. ICDs of
first type are spread all over India wherever major
commodities are produced or consumed. On the other hand,
ICDs of second type are spread around the JNPT port.
Figure 9 & Figure 10 illustrate the process of import and
export of commodities stuffed in containers respectively.
Port Container Yard
Total
1992
24
9
76
141
9
339
18
1456
20 footers (63.0%), 40 footers (37.0%)

Empties (30.3%), Loaded (69.7%)
CFS
(56.7%)
Hinterland:
29.
Being the most important container terminal of
India, almost all of the country becomes its hinterland.
Exports originating from and imports destined to landlocked
states of Northern India such as Punjab, Haryana, Delhi, UP,
Rajasthan and MP are handled at various terminals of JNPT.
Green Channel
(3.0%)
CFS
Destuffing
Factory
Destuffing
Bulk Goods
to Importer
Containers
to Importer
Sending
Back Empty
Containers
Sending
Back Empty
Containers
Road ICD
(4.0%)
Rail ICD
(36.3%)
Figure 9: Container Import Process Flow6

2
Platform built out from the shore into the water providing access to ships.
3 Rail Mounted Quay Cranes.

These are the most important piece of
infrastructure for any container terminal used to load containers on specialised
container ships.
Rail Mounted Gantry Crates: These are used to move containers in and around
in the container yard before they are ready to be loaded.
Rubber Tyred Gantry Cranes: These are also used to move containers on land
with the added ability of moving themselves without being restricted on any rail
alignment.
Policy Issues in Port Development: Case Study of Indias Premier Port

JNPT, G Raghuram, Indian Institute of Management, Ahmedabad
A-9
FINAL REPORT
Rail ICD
CFS
Road ICD
Factory Stuffed
Buffer Yard
20 footers (65%), 40 footers (35.0%), Empties (3.0%), Loaded (97%)

26.5%
7.5%
35.7%
7.7%
22.6%
Port Container Yard
Figure 10: Container Export Process Flow
Appendix 5-2
Performance:
32.
Since its commissioning, terminals at JNPT have
grown at a fast pace. World class port side facilities along
with good rail and road accessibility helped them to
continuously grow. Parallel growth and globalization of
economy has been hand in hand with the ports growth. In
fact, till last year, growth of traffic at JNPT has been a
barometer for the growth of Indian Economy.
33.
Upto 2003-04, JNPTs growth was always above
20% per annum. Severe crunch of evacuation infrastructure
(both rail and road) in 2004-05 halted JNPTs growth and
brought to the fore the crises which was slowly developing.
In the year 2005-06, all the terminals together are again on
double digit growth with the overall growth standing at more
than 12% over last year. Figure 11 shows the growth of
JNPT along with dwindling of traffic of Mumbai Container
terminal. It can be seen that much of initial growth of JNPT
was at the cost of loss of Mumbai traffic which has been
reeling under much more severe evacuation crunch.
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Figure 11: Growth of Container Traffic at Mumbai and JNPT (TEUs)
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Appendix 5-2
FINAL REPORT
Connectivity:
34.
Figure 12 presents the JN Port immediate
surrounding transportation network. JN Port surrounding
transport network and regional connectivity are presented in
Figure 13 & Figure 14 respectively. Of late, the port has
been experiencing congestion leading to delays.
Connectivity has been one of the issues highlighted for these
delays. On the other hand, a study made by Prof G
Raghuram of IIM Ahmadabad reasoned that there were other
reasons for these delays. These related more to haphazard
movement of containers and various arbitrary congestion
charges on ships leading to diversion of ships and cargo.

Long processing time required for containers and trailers and
for rail ICD due to low volume destinations and mixed rakes
was also a major reason. Further, study highlighted that
there has been unregulated growth of container yards and
CFS like operations leading to unnecessary congestion and
accidents. All of this has led to a situation wherein, in spite of
comparatively good road and rail connectivity, port continued
to suffer. Despite this, road and rail connectivity remain
issues soon to gain gigantic proportion with the rate of
increase of traffic.
Figure 12: JN Port Immediate Surrounding Transportation Network
A-11
FINAL REPORT
Appendix 5-2
42
SH
Amra road
Panvel
um
M
H
MS
un
iP
ba
e
Ex
sw
es
pr
SH54
4
NH
SH81
ay
NH17
GAVAN
JNPT
JASAI
N H 4B
CHIRLE
DIGHODE
KARAL
RANSAI
CHIRNER
Khopta Bridge
0 0.5 1
4
Kilometers
Figure 13: JN Port Surrounding Transportation Network

Regional Road Connectivity
NH8
Virar
NH
G ho
d ba
nd e
r roa
d(SH
)
Thane
H
EE
WE H
Mumbra
SH42
4
SH
um
ba
iP
u
SH54
NH17
SH81
Amra road
Kalamboli
Junction
JNPT
NH
4B
ne
Ex
pr
es
sw
ay
NH4
4 2 0
Khopta Bridge
12
16
Kilometers
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Figure 14: JN Port Regional Connectivity
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Appendix 5-2
Forecast
all of this traffic travels through length and breadth of MMR.

But most of it moves in the surrounding road network of
JNPT. And about 15 to 20% of it (about 5000 to 7000 PCUs)
comes in from out of MMR or goes out of MMR (external
traffic). If JNPT grows to 10 million TEU by 2031, and the
pattern of distribution remains the same, the traffic will be of
the order of 100,000 PCUs out of which, at least 15 to 20,000
PCU will originate from or destined to locations outside
MMR. Figure 16 provides the total container traffic forecast
made by Concor.
35.
Traffic forecast for a dynamic port like JNPT is
related not only to the growth of traffic but also to what extent
this port will be able garner/ maintain the share. As per
forecasts made by Concor, by the year 2021-22, total
container traffic is expected to touch about 22 million TEU
(Figure 15). West coast ports, which include all the ports of
Gujarat, Kerala and Maharashtra are expected to handle a
lions share of about 15 million TEU. Share of JNPT
terminals out of this will not only depend on infrastructure
growth in and around the terminals but also the growth of
other terminals in the region such as Pipavav, Mundhra,
Kandla and Rewas, Vallarpadam and many other smaller
ports of Gujarat such as Hazira and Dahej. Having said that,
there are favourable conditions for JNPT and other port in
the vicinity i.e., Rewas. Development of dedicated freight
corridor shall enable these ports to maintain the share it has
been enjoying since last 10 years, provided other internal
and surrounding facility keep pace.
36.
By an estimate made by a study made by IIM,
Ahmedabad, with the existing processes and infrastructure of
JNPT, 100 TEU traffic translates into traffic of 165 vehicle
movements (about 500 PCUs). By this account, existing
traffic of 2.6 million TEU generates about 36000 PCUs. Not
Figure 15: Traffic resulting from Container Traffic
TOTAL TEUs
100.00
HINTERLAND
MOVEMENT TEU
91.00
TRANS-SHIPPED TEU
9.00
EXPORT TEU
47.60
IMPORT TEU
43.40
EXPORT TEU COMING

BY ROAD
36.20
IMPORT TEU GOING

BY ROAD
28.20
EXPORTS
CONTAINERS BY
ROAD
26.80
EMPTY VEHICLES
44.50
IMPORTS
CONTAINERS BY
ROAD
20.60
EMPTY EXPORTS
CONTAINERS BY
ROAD
0.80
LOADED EXPORTS
CONTAINERS BY
ROAD
26.00
EMPTY IMPORTS
CONTAINERS BY
ROAD
6.20
LOADED IMPORTS
CONTAINERS BY
ROAD
14.40
LOCAL LOADED
EXPORTS
CONTAINERS BY
ROAD
11.5
NON-LOCAL LOADED
EXPORTS
CONTAINERS BY
ROAD
14.5
LOCAL LOADED
IMPORTS
CONTAINERS BY
ROAD
12.8
NON-LOCAL LOADED
IMPORTS
CONTAINERS BY
ROAD
1.6
Figure 16: Traffic resulting from Container Traffic

A-13
FINAL REPORT
Appendix 5-2

37.
of these ports is presented in Table 4.
Table 4: List of Minor Ports in Maharashtra State
2
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
MINOR PORTS
Bandra Group
Dahanu
Tarapur
Navapur
Satpati
Kelwa-Mahim
Arnala (Datiware)
Vasai
Uttan
Manori
Versova
Bandra
1.
2.
3.
4.
5.
6.
7.
8.
9.
Mora Group
Kalyan
Bhiwandi
Thane
Mora
Karanja
Mandwa
Trombay
Panvel
Ulwa-Belapur
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Rajpuri Group
Thal
Alibagh
Revadanda
Borli-Madala
Nadgaon
Murud-Janjira
Rajpuri (Dighi)
Mandad
Kumbharu
Shriwardhan
A. Greenfield ports, All weather ports: Key policy

features are as follows.
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
Development on BOOST basis; Concession period of 50

years including 5 years' construction period;
Government-owned land to be transferred to the
developer at the prevalent market value;
Equity participation by the state government up to 11 %;
Two directors of the MMB on the board of the company;
Exemption from payment of registration fee and stamp
duty, MMB to charge concessional wharfage;
Road connectivity up to the nearest national highway to
be part funded by MMB/ state government;
The company to be conservator of the port; and
Full freedom to fix tariff/rates for services provided at the
port.
38.
facility.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Rantnagiri Group
Ratnagiri
Varoda (Tiwari)
Jaigad
Boria
Palshet
Dabhol
Harnai
Kelshi
Bankot
Jaitapar
Purnagad
1.
2.
3.
4.
5.
6.
7.
8.
Vengurla Group
Vijaydurg
Devgad
Achara
Malvan
Nivati
Vengurla
Redi
Kiranpani
by state government through Maharashtra Maritime Board

(MMB). In year 2002, a 50 year concession agreement was
awarded to develop this port on Build, Operate, Own, Share
and Transfer (BOOST) basis for handling container traffic.
This concession was awarded to a Mumbai based private
firm known as Amma Lines which formed an SPV known as
Rewas Ports Ltd. With a starting investment of US$ 400
million and ultimate of about a billion US$ (Rs 4500 Crore), it
is ultimately planned to have 22 berths with a draft as deep
as 13 to 18 m.
40.
Last year, constituent companies of Reliance Group
of Companies (Reliance Logistics Investments Co. and Jai
Corp.) bought a majority stake in the venture. Now, being
part of a larger setup, and because of expected synergies
with operations of SEZ to be developed by the same group,
the project has much higher level of interest and is awaiting
Environmental Clearance from Central Government and
financial closure negotiations from partners before
construction begins at year end. To start with, it will have a
13 m dredged draft, six berths with a total quay length of
2000 m. It is also expected that port now will be multi cargo
and not limited to container traffic. Port layout is presented in
Figure 18.
B. Rewas Port
Introduction:
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39.
One of 48 Minor ports of Maharashtra, Rewas
Port exists near Karanja creek at mouth of the Patalganga
river about 10 Km southward of JNPT and 16 Km south-east
of Mumbai Port (Figure 17). Administratively, it is controlled
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Appendix 5-2
FINAL REPORT
Figure 17: Rewas Port Location

A-15
FINAL REPORT
Appendix 5-2
Figure 18: Rewas Port Layout

Traffic Forecast:
Cargo Traffic handled (Lakh

tonnes)
(a) Import
(b) Export
(c ) Total
Passengers Traffic Handled
(Lakh)
(a) By mechanised vessels
(b) By non-mechanised vessels
(c ) Total
Revenue collected (Lakh Rs.)
Total Expenditure (Lakh Rs.)
Profit/Loss (Lakh Rs.)
2006
Ending March
2007
94.4
17.4
111.8
104.2
11.4
115.6
124.5
18.8
143.3
3057
1868.1
1184.6
124.5
21.1
145.6
4689.5
1884.9
2804.6
Source: Economic Survey of Maharashtra, 2007-08
C. MMB Terminals
P
O
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43.
MMB terminals are owned and operated by MMB.
Users who find the existing infrastructure suitable to their
needs opt for MMB terminals with facilities, whereas, MMB
terminals without facilities are opted by those who would set
up the required facilities. MMB terminals without facilities are
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42.
Given this uncertainties, a scenario can be built for
Rewas in terms of comparison with JN Port. If, by year 2031,
it grows to the existing level of JNPT (and patter remains
same), it will be generating traffic equivalent of 5000 to 7000
PCUs. Operational statistics of Minor ports for the years
2005-06 and 2006-07 in the state is given in Table 5. The
minor ports together handled 82.44 lakh tones cargo traffic
and 95.36 lakh passenger traffic during April to December,
2007, which was more by 2.11 per cent and less by 26.92
per cent respectively than the corresponding period of the
previous year.
Table 5: Operational Statistics of Minor Ports in

Maharashtra State
41.
As of now, no definite forecast is available for this
port. As the project is closely linked to development of two
SEZ in its vicinity, much of the traffic growth depends on how
fast these SEZs grow in terms of their industrial activities.
Otherwise, this port will be competing for traffic from the
market which is common to other two ports of Mumbai,
Kandla, major private ports of Gujarat such as Mundhra and
Pipavav, Vallaradham in Kerala as well as the container
terminal of Mangalore. Even non-major ports of Gujarat such
as Dahej and Hazira have plans to harness the same market.
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Appendix 5-2
located at Dahanu, Jaigad and Vijaydurg, terminals with

facilities are located at Redi and Ratnagiri ports.
44.
Captive Terminals: Key policy features are as
follows (Table 6).
(a)
(b)
(c)
Construction on BOT basis;

Land and site to be leased for 30 years; and
State government not to recover berthing dues.
Concessional wharfage charges to be as per notified
state government rates.
Table 6: Captive terminals are currently under operation

Location
Panvel (UlwaBelapur)
Dharamtar
Operator
Cargo
Gujarat Ambuja Cement

Ltd.
Bulk cement
Iron ore
Clinker
Coke/Coal
Sponge iron
Iron ore/ pellets/

fine
Hot Bricketed
Iron
Direct Reduced
Iron
Ispat Industries Ltd.

PNP
Vikram Ispat Ltd.
Revdanda
Ratnagiri (PawasRanpar)
Finolex Industries Co.

Ltd.
Etheylene-dichoride
LPG
Source: Maharashtra Maritime Board website
45.
Multi-Purpose Terminal Development
(Proposed): As greenfield all-weather ports have a longer
gestation period and require large investment, MMB has
made provisions to facilitate smaller terminal development for
cargo handling. Key policy features are as follows.
(a)
(b)
(c)
(d)
(e)
(f)
Distance between consecutive multipurpose terminals

not to be less than 5 km;
Multipurpose terminal not to be within 10 km of a
greenfield port;
License period upto 20 years;
Development of support infrastructure including
dredging in the navigation channel and provision of
navigation aids to be the responsibility of the developer;
Concessional wharfage to be charged as per
government notified rates; and
Road connectivity up to the nearest tar road to be part
funded by MMB/state government.
46.
Inland Water Transport: MMB is developing
Inland Water Transport (IWT) as follows under Centrally
Sponsored Scheme of Ministry of Shipping, Government of
India at an estimated cost of Rs. 1758.75 lakhs.
(a)
In Godavari River at Vishnupuri, Nanded;

From South Mumbai to Amba River/Dharamtar Creek at

Mandwa;
(c) From South Mumbai to Amba River/Dharamtar Creek at
Karanja;
(d) In Mhasla/Mandad River (Rajpuri Creek) at Rajpuri; and
(e) In Mhasla/Mandad River (Rajpuri Creek) at Janjira Fort.
(b)
47.
MMB has formulated following four projects for IWT
development which are under consideration by Ministry of
Shipping, Government of India (Table 7).
In Mhasla/ Mandad River( Rajpuri Creek) at Dighi;
In Mhasla/ Mandad River(Rajpuri Creek) at Agardanda;
From South Mumbai to Amba River/ Dharamtar Creek at
Rewas; and
(d) For eco-tourism project at Isapur, District Nanded,
Maharashtra.
Table 7: Passenger Water Transport Projects under
Development around Mumbai
(a)
(b)
(c)
Route
Western
Route
From
Sea
Eastern Sea Route

Cross
Route
Nariman Point
To
Borivali
South Mumbai/ Gateway of

Thane/ Navi Mumbai
India
Harbour Gateway of India/Ferry Mandwa-Rewas,

Wharf/ South Mumbai
JNPT, Elephanta
IWT network is designed from Nariman Point to Borivali,

on the Western Sea Route, covering on the way Bandra,
Juhu and Versova. Sites being considered are Nariman
Point (near NCPA), Bandra, Juhu beach, Versova,
Erangal, Marve and Borivali. MSRDC has been appointed
as the implementing agency;
(b) Two other routes, namely Eastern Sea Route and Cross
Harbour Route, already have an established Commuter
Ferry System. However, improvement in the landing
sites, creation of infrastructure facilities, etc are being
worked out to make it more sophisticated;
(c) Belapur-Elephanta passenger service has been started
experimental basis; and
(d) SPV has also been registered for development of the
Eastern Sea Route.
(a)
48.
The process of development of Western Sea Route
under implementation by MSRDC and selection of developer
completed. The project has been given environment
clearance by MOEF.
D. Shipyards
49.
Ship Construction & Repair Yard: The coast of
Maharashtra has been a ship-building center for many
centuries. The expertise and the manpower available in the
local area make this business more attractive. In addition,
A-17
FINAL REPORT
Appendix 5-2
Mumbai being the hub of off shore activity, a large no. of jack
up rigs, oil platforms, off shore supply vessels, tugs, barges,
etc. which has been operating for over 20 to 25 years are
due for major repairs and maintenance. This provides an
excellent opportunity for ship repair activity for meeting the
requirement of the off shore industry. Small/medium scale
ship construction is yet another area which has not been
exploited. Various sites have been earmarked for this
purpose, which could be inspected and relevant
Hydrographic data could be obtained from MMB.
considered by MMB subject to the environmental safeguard

norms.
50.
Ship Breaking Activity: Trained manpower, ready
available market, ideally located site, favourable natural
conditions all exist for developing ship-breaking activities.
This sector has so far not been organized well and therefore,
has good potential for development. MMB has identified
Rajpuri creek, Vasai creek, etc. exclusively for this activity.
In addition, potential areas chosen by investors shall also be
53.
Performance of Minor Ports in Maharashtra:
Year 2003-04: Port wise break-up of Cargo Loaded/
Unloaded in the year 2003-04 (in tones) is presented in
Table 8. Cargo Loaded/ Unloaded in the years 2000-01,
2001-02, 2002-03 and 2003-04 was 5.2, 6.6, 8.4 and 10.1
Million tones respectively.
51.
In the recent years there has been growing demand
for ship-building and repair services. Maharashtra provides
an excellent framework for such activities. This is reflected by
the number of companies operating shipyards in the state
such as Bharati Shipyard at Ratnagiri.
52.
Recent Initiatives; BHP Maritime has been given
the permission to establish a shipyard at Dharamtar creek.
Table 8: Performance of Minor Ports in Maharashtra Year 2003-04

Port
Tarapur
Unloaded
Coal
1,82,519
1,82,519
I. O. Steel Plate
1,25,903
1,25,903
Iron ore
1,32,111
1,32,111
Thermal coal
1,45,619
1,45,619
401
401
Steel plate (O.D.C.)

Bauxite
104,440
Clinker
Dharamtar
2,40,461
2,40,461
13,28,647
13,28,647
Coke
9,46,415
9,46,415
D. R. I.
14,443
Iron ore fines
2,63,064
71,549
36,153
2,63,064
12,40,253
12,40,253
16,42,932
17,14,481
Lime stone
2,52,761
2,52,761
Lumpy ore
2,02,883
2,02,883
Sinter Iron ore
1,85,543
1,85,543
4,580
4,580
Slag
Sponge iron
1,872
Sulpher
Ulwa-Belapur
Cement
Trombay
Heavy Machinery
Revdanda
Coal
124
1,872
1,16,780
1,16,780
9,25,802
9,25,926
1,628
1,628
50,251
50,251
D. R. I.
27,385
27,385
Hot bricated iron
83,488
83,488
P
O
TR
MUMBAI ME
A-18
8,502
36,153
Iron ore lumps

Iron ore pallets
14,443
8,502
Dolomite
Rajpuri Group of Ports
1,04,440
Coal
Coke fine
Mora Group of Ports
Total
UTH
ORIT Y
Bandra Group of Ports
Loaded
O
LI
TA
N
EN
TA
Dahanu
Commodity
Sr. No.
LO
REGION DE VE
FINAL REPORT
Appendix 5-2
Sr. No.
Port
Commodity
Loaded
Iron ore fines
Ratnagiri Group of Ports
Bauxite
Dabhol
Bankot
Ratnagiri
1,28,832
9,51,097
9,51,097
152,264
1,52,264
Sand
90,462
90,462
Sand
78,678
78,678
Clinker
1,67,412
1,67,412
E. D. C.
1,33,945
1,33,945
29,397
29,397
1,85,094
1,85,094
Ethylene
L. P. G.
Vengurla Group of Ports
Total
1,28,832
Iron ore pallets

Dighi
Unloaded
Jaigad
Bauxite
Vijaydurg
Bentonite Powder
Redi
Iron ore
GRAND TOTAL
5,448
5,448
173
72,708
11,03,259
173
72,708
92,28,760
1,03,32,019
54.
Port wise break-up of Passenger Traffic Handled in 2003-04 is presented in Table 9.

Table 9: Passenger Traffic Handled in 2003-04 at Minor Ports in Maharashtra Year 2003-04
Sr.
No.
Name of the Port
By Mechanised Vessels
(Passenger in Nos.)
By Non-Mechanised Vessels
(Passenger in Nos.)
Total
(Passenger in Nos.)
Passenger
Levy (Rs.)
Bandra Group of Ports

1
Dahanu
5,23,828
----
5,23,828
11,345
Navapur
----
----
----
----
Tarapur
----
----
----
----
Satpati
----
65,118
65,118
----
Kelwa-Mahim
----
5,25,980
5,25,980
----
Dantiware
----
----
----
----
Arnala
----
24,906
24,906
----
Uttan
----
----
----
----
Manori
38,66,489
----
38,66,489
1,23,814
10
Versova
30,13,700
----
30,13,700
67,588
11
Bandra
----
----
----
----
80,20,021
2,02,747
TOTAL
Mora Group of Ports
1
Vasai
Kalyan
----
76,600
76,600
----
26,031
30,254
56,285
25,031
Bhiwandi
----
650
650
----
Mora
7,70,980
----
7,70,980
6,59,869
Karanja
2,90,348
21,917
3,12,265
72,802
Mandwa
4,51,104
----
4,51,104
7,69,278
Trombay
Ulwa-Belapur (Panvel)
Elephanta
----
----
----
----
4,933
----
4,933
7,592
8,69,894
----
8,69,894
16,97,556
25,42,711
32,32,128
TOTAL
A-19
FINAL REPORT
Appendix 5-2
Sr.
No.
Name of the Port
By Mechanised Vessels
(Passenger in Nos.)
By Non-Mechanised Vessels
(Passenger in Nos.)
Total
(Passenger in Nos.)
Passenger
Levy (Rs.)
Rajpuri Group of Ports

1
Thal (Rewas)
2,90,348
----
2,90,348
2,81,254
Alibag (Dharamtar)
----
30,173
30,173
----
Revdanda
----
12,847
12,847
----
Borli- Mandala
----
----
----
----
Nandgaon
----
----
----
----
Murud-Janjira
----
----
----
----
Rajpuri
1,34,556
2,16,623
3,51,179
1,76,275
Dighi
1,73,654
12,159
1,85,813
1,00,438
Kumbharu
----
3,421
3,421
----
10
Shriwardhan
----
----
----
----
8,73,781
5,57,967
TOTAL
Ratnagiri Group of Ports
1
Ratnagiri
8,500
24,400
32,900
15,941
Varoda
----
8,817
8,817
----
3
4
Jaigad
----
1,00,331
1,00,331
19,830
Boria
----
----
----
----
Palshet
----
----
----
----
Dabhol
82,148
3,07,842
3,89,990
2,04,310
Harnai
----
25,000
25,000
11,360
Kelshi
----
3,600
3,600
1,125
Bankot
84,530
9,700
94,230
24,775
6,54,868
2,77,341
TOTAL
Vengurla Group of Ports
1
Purnagad
----
3,585
3,585
840
Jaitapur
----
1,69,290
1,69,290
45,114
Vijaydurg
----
86,600
86,600
18,990
Deogad
----
1,00,725
1,00,725
11,140
Achara
----
----
----
----
Malvan
----
1,13,218
1,13,218
1,47,707
Niwati
----
1,800
1,800
345
2,70,847
----
Kiranpani
TOTAL
GRAND TOTAL
2,70,847
----
7,46,065
2,24,136
1,28,37,446
44,94,319
EN
TA
O
LI
TA
N
P
O
TR
MUMBAI ME
A-20
UTH
ORIT Y
LO
REGION DE VE

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CONTENTS

STUDY SCOPE AND APPROARCH ............................................................................................................................................1-1

CHARACTERISTICS OF INFLUENCE REGION OF DMIC IN MAHARASHTRA........................................................................2-1

DMIC INFLUENCE REGION- IDENTIFICATION OF POTENTIAL URBAN NODES ...................................................................3-1

REGIONAL PERSPECTIVE STRATEGY FOR DMIC INFLUENCE REGION..............................................................................4-1

EMPLOYMENT AND AREA PROJECTIONS........................................................................................................................................................4-4

TRANSPORT INFRASTRUCTURE AND NETWORK DEVELOPMENT STRATEGY .................................................................5-1

COST ESTIMATES FOR TRANSPORT INFRASTRUCTURE DEVELOPMENT.........................................................................6-1

LEA Associates South Asia Pvt. Ltd.

FIGURE 5-4: TRAFFIC UTILIZATION LEVELS, 2008 ON ROAD NETWORK..................................................................................................................................... 5-8

SEARCH ZONE FOR DELINEATION OF INFLUENCE REGION......................................................................................................................................... 1

APPENDIX 2.2: DELINEATION OF INFLUENCE REGION-APPROACH AND METHODOLOGY ......................................................................................... 1

APPENDIX 2.3: ..........................................................................................................................................................................................................................1

APPENDIX 2.4: ..........................................................................................................................................................................................................................1

APPENDIX 3.1: ..........................................................................................................................................................................................................................1

APPENDIX 5.1: TRAFFIC CHARACTERISTICS- YEAR 2008 .................................................................................................................................................1

TRAFFIC VOLUME ON ROAD NETWORK - 2008................................................................................................................................................................ 1

APPENDIX 5.2: PORTS .............................................................................................................................................................................................................1

MAJOR PORTS ...................................................................................................................................................................................................................... 1

LEA Associates South Asia Pvt. Ltd.

Annual Average Growth Rate

LEA Associates South Asia Pvt. Ltd.

Mumbai Trans Harbour Link

STUDY SCOPE AND APPROARCH

BOX 1: VISION OF DMIC

LEA Associates South Asia Pvt. Ltd.

. Conceptual framework for the DMIC envisages development of high

Proposed Investment Regions

Proposed Industrial Regions in

OBJECTIVES, SCOPE AND

Proposed Industrial Regions in

1.2.2 Scope of services

Proposed Investment Regions

Table 1-1: Six Proposed Investment Regions and

Figure 1-1: Proposed Alignment of DFC and DMIC

infrastructure development potential; (d) evolve a regional

(a) The study commenced on March 25, 2008. An

Table 1-2: DMIC-Proposed Key Project Initiatives

Development of a freight corridor of 1483km with end terminals

Key aspects include:

High-speed transportation (rail, road) network,

LEA Associates South Asia Pvt. Ltd.

Aspects to be considered for the study

Impact of the DFC on Maharashtra and

Identify links for high speed transportation

Physical and Social

Other urban infrastructure with enabling policy framework.

Socio-economic and demographic profile;

Creation of logistics chain so that

Industrial diversification and location characteristics;

1.3.3 Consultation Process

Principal Secretary and Commissioner, Department of

as development of townships, etc.

Aspects to be considered for the study

Proposed Key Project

Director, Town Planning and Evaluation, Pune.

Identifying the distance up to which the development

Potential Development Region; (iii) Corridor Influence

Step 6: Transport Infrastructure and Network Strategy