MINI PROJECT PART 2A REPORT

ON

“ALIGNMENT STUDY OF METRO LINE 6 BY GIS”

Submitted in partial fulfilment of the requirements

for the degree of

BACHELOR OF ENGINEERING IN CIVIL AND INFRASTRUCTURE

ENGINEERING
By
Sakshi Nikam (CS-60)
Samrat Dongare (CS-52)
Shreyas Mestry (CS-58)
Rushabh Gurao (CS-53)
UNDER THE GUIDANCE OF

Prof. Mrs. S. M. Gaikwad

Department of Civil and Infrastructure Engineering

Datta Meghe College of Engineering

AIROLI, NAVI MUMBAI

UNIVERSITY OF MUMBAI

(2022-23)
 CERTIFICATE

This is to certify that the project entitled “Title of project” is a bonafide work of
“Sakshi Nikam (CS-600
Samrat Dongare (CS-52)
Shreyas Mestry (CS-58)

Rushabh Gurao (CS-53)”

submitted to the University of Mumbai in partial fulfillment of the requirement

for the award of the degree of Undergraduate in “Program Name”

Prof. Mrs. S. M. Gaikwad

(Guide)

Dr. A.P Patil Dr. S. D. Sawarkar

Professor & Head Principal
 Project Report Approval Sheet

This Project report entitled “ALLIGNMENT STUDY OF METRO LINE 6

BY GIS” BY
Sakshi Nikam (CS-60)
Samrat Dongare (CS-52)
Shreyas Mestry (CS-58)
Rushabh Gurao (CS-53)

submitted is approved for the degree of Bachelor of Civil and Infrastructure

Engineering.

Examiners

1. ……………………………

2. ……………………………

Date:

Place: Airoli, Navi Mumbai

 Declaration

I declare that this written submission represents my ideas in my own words

and where others' ideas or words have been included, I have adequately cited
and referenced the original sources. I also declare that I have adhered to all
principles of academic honesty and integrity and have not misrepresented or
fabricated or falsified any idea/data/fact/source in my submission. I understand
that any violation of the above will be cause for disciplinary action by the
Institute and can also evoke penal action from the sources which have thus not
been properly cited or from whom proper permission has not been taken when
needed.

Sakshi Nikam (CS-60)

Samrat Dongare (CS-52)
Shreyas Mestry (CS-58)
Rushabh Gurao (CS-53)

Date:
 ABSTRACT

Public transport systems are generally recognized in developed countries as solutions for
urban traffic congestion problems. Metro transportation is one of the public transport network
options, and the metro system is described as a fast, safe, reliable, and low-cost, comfortable
option for transportation purposes. The metro system includes two main components, stations
and routes, which are necessary for the comfort and safe delivery of users. Metro stations are
defined as places where metro vehicles stop to pick up and drop off passengers, thus acting as
places where people start and end their journeys. Metro stations and service can thus be
considered an important component of public transportation systems and their benefits include
increased mass transit capacity, speed safety, comfort, reliability, and regularity.
There are three types of metro stations, which are based on the level of the metro route in
question: underground, elevated, and ground-level stations. The construction costs of the
elevated stations are lower than for underground stations because underground stations
require more construction work. Optimal station design also requires an optimal location.
Locating stations in close proximity to more active centres and main roads will make them
more accessible. Metro stations should be located in a way that ensures adequate coverage
and fast accessibility user destinations. Determining the optimal location of metro stations is
an important issue and must be part of any strategy to promote public transport and improve
the urban mobility.GIS programs provides powerful tools for developing analysis techniques
due to their ability to, store,process, manage, and aid evaluation of data. The aim of this study
is to determine the alignment study of metro line 6 with the help of Geographic Information
Systems (GIS).
AIM

 To analyze the designed alignment of Mumbai Metro Line-6 with the

help of GIS.

OBJECTIVES

• To study the design and alignment of the route

• To digitize the route with the help of GIS to gather more information
CONTENT

CHAPTER 1 ................................................................................................................................... 1
INTRODUCTION ......................................................................................................................... 1
1.1 Introduction................................................................................................................................ 1

CHAPTER 2 ................................................................................................................................... 2
LITERATURE REVIEW ............................................................................................................. 2
2.1 PAPER 1 .................................................................................................................................... 4
2.2 PAPER 2 .................................................................................................................................... 5
2.3 PAPER 3 .................................................................................................................................... 6
2.4 PAPER 4
CHAPTER 3 ................................................................................................................................... 8
METHODOLOGY AND MODELLING ................................................................................... 8
3.1 Route selection criteria for a new railway ................................................................................. 9
3.2R Railway alignment criteria ................................................................................................... 10
CHAPTER 4 ................................................................................................................................. 15
DIGITIZATION .......................................................................................................................... 15

CHAPTER 5 ................................................................................................................................. 18
CONCLUSION ........................................................................................................................... 18

REFERENCES…………………………………………………...……………………………19

FIGURES

Flow chart of methodology……………………………………………………………………Fig1

Route selection process………………………………………………………………………..Fig2

Digitization Of Alignment Of Metro Line 6…………………………………………………………………………..Fig3

 CHAPTER 1
INTRODUCTION

Mumbai does have a very good transportation system but has not been able to keep pace with
the increasing demand. The carrying capacity of the bus and rail system has increased
considerably but has been always on lower side than what is needed. Though metro for Mumbai
had been talked for last 50-60 years, but something concrete did not come up till MMRDA got
prepared Master Plan of Mumbai Metro network in 2003.

DMRC prepared the DPRs for Line-1: Varsova – Andheri – Ghatkopar – 2005, Line2: Colaba
– Bandra – Charkop – 2008, Line – 3: Bandra – Kurla - Mankhurd – 2006. Subseqnently, the
corridors 2 & 3 were rearranged and DMRC prepared another DPR for the corridor between
Charkop – Bandra – Mankhurd.

Inspite of above, the implementation of Mumbai metro remained very slow. So far only one
line between Varsova – Andheri – Ghatkopar could be implemented. Another corridor
presently under implementation is between Colaba and Aarey Colony via International Airport
measuring to about 30 kms.

• Mumbai has a very good transportation system but has not been able to keep pace with
rising demand

• The carrying capacity of the bus and rail system has increased considerably but has
been always on lower side than what is needed

• In order to keep up with the increasing demand of affordable and more efficient ways
of upgrading the connectivity various Mumbai Metro plans under execution by
MMRDA

• One of these plans is Mumbai Metro Line 6

P a g e 1 | 27
 CHAPTER 2
LITERATURE REVIEW
PAPER:1

Digitizing the Forest Resource Map Using ArcGIS :

Author: Mrs. K.R. Manjula1, Dr. S. Jyothi2 and Mr. S. Anand Kumar Varma

Publication: IJCSI International Journal of Computer Science Issues

Volume :Vol. 7, Issue 6,

Publication date: November 2010

Review of Literature:

In Analyzing deforestation rates, spatial forest cover changes and identifying critical areas of
forest cover changes in North-East India during 1972–1999,by Nikhil Lele · P. K. Joshi - The
objective of this paper is to depict forest cover change (namely deforestation) processes
occurring in North-East India, with the aid of geographic information system (GIS). The results
are aimed at understanding how GIS methods can provide rapid and precise outputs that may
help to improve conservation policies and land use-planning strategies. The temporal forest
cover datasets were acquired from the available sources. NRSA, India made use of satellite
datasets and mapped forest cover of India in 1972; followed by a second time mapping in 1982.
This mapping was carried out at a coarse scale of 1:1M, using Landsat datasets. The maps were
thus converted into digital database and imported into geospatial environment using ERDAS
Imagine 8.7 and ArcGIS 8.3. In Monitoring and Mapping India’s Forest and Tree Cover
through Remote Sensing, by J. K. Rawata, Alok Saxenab and Saibal Dasguptac - In its latest
assessment of 2001, taking advantage of advancements in remote sensing and improvement in
digital interpretation qualities, FSI has provided a much more comprehensive status of forest
cover in the country. In Detecting Tropical Deforestation Using Satellite Radar Data, by
Belinda Arunarwati and Yousif Ali Hussin - The main objectives of this research were to
investigate the potential of satellite radar data for detecting, differentiating and classifying
deforestation in the forest concession area which has been selectively logged by PT Sylva
Gama, Jambi, Central Sumatra, Indonesia. The following satellite images were used for this
research project: Landsat-5 TM data of September 15, 1993, Spot XS data of March 21, 1993,
ERS-1 images of October 17, 1993, June 6, 1994, and July 7, 1994, and JERS-1 of August 16,
1993.

Conclusion:

The power of a GIS as an aid in spatial data analysis lies in its geo-relational Database structure,
i.e., in the Combination of value information and location information. The link between these
two allows for the fast computation of various Characteristics of the spatial arrangement of the
data, such as the contiguity structure between observations, which are essential inputs into
spatial data analysis. The GIS also provides a flexible means to "create new data," i.e., to
transform data between different spatial Scales of observation, and to carry out aggregation,
partitioning, interpolation, overlay and buffering operations. Andhra Pradesh has experienced
a combination of land cover changes such as deforestation and afforestation since past 30 years.
For any spatial analysis, the Pre-dominant step is Digitization. So in this process, digitizing the
map features of Andhra Pradesh by using GIS software called ArcGIS is depicted. By digitizing
the map, it is clear and make easy for performing spatial analysis. The result of Digitization is
more accurate and provides more information than Digitizing Tablet. In further enhancement,
this work can also be carried out by any other digitizing software like GRASS, Enguage
Digitizer etc. This work also proceeds by classification to get clearer classified digitization
map. The main aim of this paper is to depict the process of digitizing and converting the forest
resource map in to attribute data. The converted attribute data is stored in to a database for
future analysis which can be achieved in future work.
Paper 2:

Applications of Q-GIS Software

Aurthor: Prof. S. V. Sabale1, Piyush S. Hokarne2, Nikita D. Kale3, Ketan S. Gambhire

Publication: International Research Journal of Engineering and Technology (IRJET)

Volume: 08 Issues:05

Publication Date: May 2021

Review of Literature:

Pictures of the satellite were copied by the path, row of the USGS and were freely took on a
group. Information for any location you want were collected from the Municipal Corporation
of particular location and later on is georefenced by using co-ordinate system in QGIS software.
This polygon layer was also beneficial in digitizing Earthquake zones. Point layers are formed
for all the Earthquake spots, landslides, famous places and transport locations. The map is
digitized using the above layer classification which is required to create the attribute table
which contains details . QGIS software were used to spot the natural elevation, contour and
Earthquake zones for the study area. The study also consists of comparing potential of QGIS
software in the form of data analysis and thematic map creation. The wards of particular
location digitized that one gets the data in terms of ward name, ward no., ward area,
geographical location, number of landslide spots, vulnerability settlement, dilapidated
buildings, open gardens, grounds, fire station, police station, bus depots, hospitals, parking lots,
rain gauge stations, roads and its lengths, major and minor nallahs, outfalls, topography, and
type of city zone just by clicking on that particular ward[8]. The Earthquake locations were
spotted by using QGIS software. As per the Earthquake, landslide-prone area’s data from
Municipal Corporation of study area and the data generated taking 1 m contour interval in GIS
software, Earthquake and landslide spots were marked using point layer on desitized map.
These marked points are so digitized that one can avail data regarding name, ward type, ward
number, contour value, and topography just by clicking on the respective Earthquake zones.
Flow chart of Methodology:

Fig No. 1 – Flow Chart Of Methodology

Conclusion:

By this study we understood that Mapping Location of Road Accident can be easily done by
Q-GIS. This study also produces a heatmap of accident locations in a period that has a high-
frequency level in a certain area. The use of heatmaps is more beneficial because it can produce
spatial data that is easier to understand because it groups from the same area. In this study, the
grouping is done based on the time of occurrence so that a heatmap with red to black is obtained
for the density level based on the frequency of occurrence. Safety precaution such as
Ambulance can be arrange according to the heat maps. By this study we understood that
Mapping Location of COVID-19 Patients can be easily done by Q-GIS. This study also
produces a heatmap of patient locations in a period that has a high-frequency level in a certain
area. The use of heatmaps is more beneficial because it can produce spatial data that is easier
to understand because groups from the same area. More precautions should be taken in areas
where density of patients is more.

Paper 3:

Effective Route Analysis of MRT Line-6 Based on Passenger Satisfaction

Aurthor : Feroz*, S. I. and Rahman, M. M

Publication: International Conference on Engineering Research and Education School of

Applied sciences & Technology, SUST, Sylhet

Review of Literature:

In this research the most effective route for MRT Line 6 is suggested. This research is based
on passenger satisfaction. Road user’s opinion plays a vital role for the effective use of any
new medium of transport. In this paper about 400 people took part in the questionnaire
survey.73% road user use MRT, which is 22% greater than the proposed route. 14% more bus
user, 4% more CNG user, 2% more car user, 2% more rickshaw user, 20% more female road
user, 23% more old aged road user and 23% more people with high income will be shifted to
MRT user if it is connected from Sayedabaad Bus Terminal to Uttara Airport. So MRT Line
6 will be more effective if it is connected from Sayedabaad Bus Terminal to Uttara Airport.

Conclusion:

This paper is based on only passenger satisfaction. This cannot reflect the overall scenario. So
a details survey should be conducted. In this study, no mathematical model was developed.
The mathematical model should be further developed by estimating and incorporating the
parameters simultaneously and thus to increase the fit and efficiency of the analysis. In this
research only questionnaire survey is done for different attributes but no procedure is described
for the implementation or construction of Metro Rail in the selected corridor. The
implementation procedure should be incorporated in the future research. MRT line 6 is alone
cannot solve the traffic problem. Like MRT Line 6 more routes should be developed all around
the Dhaka city to overcome the congestion problem. The suggested route connected from
Sayedabaad to Uttara Airport is found most effective route for MRT Line 6. But it is difficult
to build the route from Mothijeel to Sayedabaad. So underground subway is suggested there.
Paper 4:

Metro stations site selection in Karbala city using (GIS)

Aurthor : Huda Al-yasery1, Raid R. A. Almuhanna2, and Zuhair Al-jawahery

Publication: IOP Conf. Series: Materials Science and Engineering

Volume:

Publication Date:

Methodology:

The purpose of this study is to determine the best locations for a metro network in Karbala.
This selection is based on many criteria, and the locations that satisfy these criteria will be
selected as optimal locations. The station site selection methodology is divided into two parts
as follows: ● Identifying the main criteria and related data required for suitable site location; ●
Using GIS Model Builder to incorporate all necessary series of data for processing and analysis
to obtain the best locations for metro stations.

Conclusions:

1. The result of analysing and processing of data, represented as a GIS-Model-Builder, was a

map which contained 31 optimal sites for metro stations to serve the most populous areas in
the city while being integrated with main roads, main intersections, vital places, and active
areas as based on an analysis of trip destinations.

2. The influence of each main criterion derived by the AHP method was based within the
ninepoint Saaty scale, which gave 45.95% land use, 27.22% population, 18.07% trip attraction,
and 8.7% for vital place distance.

3. The resulting weighted model in GIS tended to identify the best locations at areas close to
sites with high weightings such as main roads, main intersections, educational areas, avoiding
sites with low weight such as vacant places, low populated areas, and high slope areas.

4. The distances between stations and vital places were within the accepted limits of walking
distance, set as not more than 1,000 metres, and the distance between successive stations was
within excepted limits of 500 to 2,000 metres.
 CHAPTER 3

METHODOLOGY
The MMRDA has considered different alternative corridors. The underlying principles for
evaluation for each corridor, without affecting the overall usefulness of the corridor, are
minimum private land acquisition, least disturbance to properties, minimal disturbance to
ecology/biodiversity. In the analysis of alternatives, a comparison of scenario with and without
the project has also been made. The final alternative was fixed based on Technical Feasibility,
Socio-economic acceptability, and Environmental sustainability for Metro Corridors. The
environmental study is carried out for the alignment proposed by MMRDA. The approach is
to follow the sequence of steps adopted in an EIA study. The basic concept is to ascertain the
existing baseline conditions and assess the impacts as a result of construction and operation of
the project. The changes likely to occur in different components of the environment viz.
physical, biological / ecological, environmental and socio-economic etc. have been studied,
analyzed and quantified, wherever possible. The identification of parameters for data
generation and impact assessment are important. The analysis of assessment depends upon the
reliable data generated/available on environmental attributed. This study has documented the
baseline data for various parameters of physical, ecological and environmental pollution (air,
water and noise).
• The impacts are assessed for various phases of project cycle namely:
• Impacts due to project location,
• Impacts due to project design,
• Impacts due to project construction, and
• Impacts due to project operation.
The impacts are categorized as negative and positive. The cost of management and
monitoring programs were estimated and budgeted for.
 ROUTE SELECTION CRITERIA FOR A NEW RAILWAY

ROUTE SELECTION PROCESS :

The function of the railway will control the basic route selection requirements and influence
other criteria, in particular the engineering principles. New railways generally fall into three
categories based on their function (illustrated in Figures 1, 2 and 4), although there are
variations or combinations of these in some projects:
• High speed passenger (200 - 300 km/h), providing a city to city link in the shortest
possible time to compete with air travel
• Suburban passenger, linking new developments with city centres or providing
additional routes to ease congestion on existing lines
• Heavy haul freight, providing a direct link for a specific commodity (e.g. mine to
processing plant, container terminal to port).

The development of a new railway from conception to completion can be divided into six
stages:
1. Needs assessment, using demand modelling based on projections of population and
employment distribution, location of key activities, general land utilisation and trips for a
variety of purposes
2. Corridor options development and assessment with stakeholder consultation
3. Preferred route development and assessment with public consultation
4. Define route and carry out detailed impact assessment
5. Detailed design
6. Construction.
This process can take up to 15 years, depending on the project’s size and political sensitivity.
Route selection criteria will need to be considered at each stage of the development, becoming
more precise and comprehensive as the project is refined. However, it is important to ensure
that criteria used in preliminary planning and feasibility are given thorough consideration and
do not unnecessarily constrain design refinement.
RAILWAY ALIGNMENT CRITERIA
In a perfect world, all railway alignments would be straight and level, providing for the most
economical operation and the least amount of vehicle weight is equally distributed on both rails
is considered the equilibrium cant. Track is rarely superelevated to the equilibrium cant for
maximum speed because not all trains will be moving at the same speed and reducing the
applied cant gives a smoother ride. The difference between the equilibrium and actual
superelevation is termed cant deficiency. Maximum values are set for cant and deficiency
(typically 150mm and 100mm respectively for standard gauge), which determine the maximum
speed for a particular radius curve.
Many railways have introduced tilting trains which permit speeds around curves of 25% to
30% higher than conventional trains. These are particularly useful for increasing train speeds
on existing lines but for new lines it is preferable to design for conventional trains.
The change from straight to curved track is by the use of a transition curve, usually a cubic
parabola, whose radius varies exponentially from infinity (straight) to the radius of the body
curve. This has two functions; guiding the vehicle gradually from straight to curved track
(avoiding jerk) and allowing gradual introduction of cant. The maximum cant gradient defines
the transition length, although for passenger railways comfort criteria related to rate of change
of cant deficiency and lateral acceleration are usually more onerous.

CONSTRUCTION
The difficulty and cost of construction can be affected by the topography and geology along
the route. The presence of existing man-made structures may affect the alignment of the route
and the construction techniques employed. Specific factors that may affect constructability are:
• Extensive construction through rock, water crossings or any other crossing that requires
bridging, narrow rights-of-way and steep slopes
• The presence of overhead power cables and pylons, buried services such as gas, water,
sewerage, power and telecommunications
• The ability to stage works in a practical, safe, functional and economic way.
Access to the railway from public highways for construction plant, materials, personnel and
emergency services will be required during construction.

OPERATION
The infrastructure design is closely linked to operational requirements, for example speeds
through turnouts at junctions, the provision of emergency crossovers and reversible signalling
on double track railways and the provision of passing loops on single track railways. In addition
to the ability of the route to cater for the predicted demand, operations criteria should ensure
future flexibility to accommodate further upgrading or provide for a change in the service
pattern. Any requirement to provide for mixed traffic (e.g. passenger and freight, high speed
and suburban services) imposes severe restraints on the use of a line. Compromises have to be
made in the design, capacity reduces sharply and journey time increases as a result of catering
for trains of differing speeds. The traction system will be a significant input to route selection,
most new passenger railways will be electrified, but diesel traction is predominant for heavy
haul freight. Route selection will impact on power and braking requirements for the trains and
consequently fuel consumption. Journey times, an essential criteria in route planning for both
passenger and freight, will be affected by the following:
• Length of route
• Linespeed (affected by gradients, curvature, signalling, connections to existing network
and conflict with other rail traffic)
• Number of station stops.

SAFETY
Railways are already an order of magnitude safer than any other method of land transport. The
marginal cost of introducing further safety measures is very high and there is no sense in forcing
traffic to less safe roads because rail costs are too high. It is therefore essential to carry out
comprehensive risk assessments on any proposed safety measures. There are however several
safety aspects which impact the alignment, particularly for passenger railways, and need to be
considered:
• The railway should be segregated from the general public with fencing to prevent
unauthorised access by vehicles, pedestrians and animals, especially in urban areas
• Level crossings should be avoided
• Controlled access points for maintenance and emergency services should be provided
• Emergency train evacuation requirements may need lineside walkways, particularly in
tunnels and on viaducts.

MAINTENANCE
Safe and cost effective maintenance operations need to be considered in the route selection
and alignment design. Reduced maintenance requirements will also result in higher availability
and less disruption to train services. The provision of a maintenance access track along the
route connected to public highways should be considered to provide safe and convenient access
for maintenance of railway equipment and in the event of a failure. This would also provide
access for emergency services.
ENVIRONMENTAL IMPACT
In the current climate of environmental concern, any new railway project faces numerous
constraints on its alignment, some are absolute prohibitions while others can be addressed by
mitigation measures. Environmental authorities should be encouraged not to impose
unreasonable restrictions, standards should match those applied to other transport infrastructure
and recognise the improvements in environmental impact by transfer from road to railway. The
selected route should maximise use of:
• Existing cleared corridors such as for roads, rail, overhead power lines and pipelines,
for example locating new suburban railways in the median of freeways
• Areas which have previously been significantly impacted by felling, grazing, or
cultivation.

Consideration has to be given to:

• Noise and vibration during both construction and operation of the railway; x Land use
and community impacts
• Air quality
• Visual impact
• Hazardous materials
• Natural resources
• Impact on traffic levels
• Important habitats
• Hydrology and water quality
• Sensitive plant and animal species
• Highly erodible/unstable slopes
• Historically/culturally significant sites
• Valuable agricultural/historic/ecological areas

Avoidance of impacts to these features occurs by physically avoiding contact with the feature.
Where this is not possible, the impact is reduced by selecting an alignment through the least
sensitive part of the feature. A thorough consideration of impacts and potential mitigation
measures will be required through the Environmental Impact Assessment process, a legal
requirement for new railway projects.
 Fig No. 2 – Route Selection Process

EMPLOYER'S REQUIREMENTS

STANDARD ENGINEERING CONDITIONS

The following standard engineering conditions apply to all Works Areas:
Formation
• The Works Areas shall be formed to the levels that the Engineer has given his consent.
No such levels shall be amended without prior consent of the Engineer.
• The Works Areas shall be surfaced in a manner agreed with the Engineer, compatible
with their intended use, and, in particular, footpaths and roadways connecting facilities
shall be clearly defined. Measures shall be taken to the satisfaction of the Engineer to
ensure all areas are properly drained and kept free of static water.
• The removal, diversion or reinstatement elsewhere as may be required of any existing
works or installation whatsoever within the Works Areas shall be carried out to the
satisfaction of the Engineer.

Roads & Parking

• Space shall be provided within the Works Areas for parking, loading/unloading and
maneuvering of motor vehicles.
• Any damage done to the adjoining public roads and fixtures and properties (public or
private ) shall be made good to the satisfaction of the Engineer.

Drainage & Sewerage

• All storm or rainwater from the Work Areas including any access roads thereto shall be
conveyed to the nearest stream course, catch-pit, channel or storm water drain as
required by the Engineer. All temporary and permanent works shall be carried out in
 such a manner that no damage or nuisance are caused by storm water or rain water to
the adjacent property.
• No drain or watercourse shall be used without consent of the Engineer.
• Damages or obstructions caused to any watercourse , drain , water- main or other
installations within or adjoining the Works Areas shall be made good to the satisfaction
of the Engineer.
• Treatment and disposal of sewage and wastewater from the Works Area shall be
provided to the satisfaction of the Engineer

Buildings
• No permanent structures other than those required for the Permanent Works shall be
Temporary permitted on the Works Areas.
• Electricity, water, telephone and sewerage shall be provided by the Contractor, as
required, for all temporary buildings.
• No potable water from the NDMC/MCD shall be used for heating, cooling and
humidification purposes, or vehicle washing without the written consent of the
Engineer

Pedestrian Access
• Every existing pedestrian access through out the Works Areas shall be maintained in a
usable condition at all times to the satisfaction of the Engineer including lighting,
signing and guarding.
Fencing
• The Works Areas shall be secured against unauthorised access at all times. In particular
fencing or the like shall be maintained, removed and re-erected in the new location
wherever and whenever a Works Area is relinquished in stages.
 DIGITIZATION

Digitization is the process of converting information into a digital (i.e. computer-readable)

format. The result is the representation of an object, image, sound, document,
or signal (usually an analog signal) obtained by generating a series of numbers that describe a
discrete set of points or samples. The result is called digital representation or, more
specifically, a digital image, for the object, and digital form, for the signal. In modern practice,
the digitized data is in the form of binary numbers, which facilitates processing by digital
computers and other operations, but digitizing simply means "the conversion of analog source
material into a numerical format"; the decimal or any other number system can be used instead.
Digitization is of crucial importance to data processing, storage, and transmission, because it
"allows information of all kinds in all formats to be carried with the same efficiency and also
intermingled." Though analog data is typically more stable, digital data has the potential to be
more easily shared and accessed and, in theory, can be propagated indefinitely without
generation loss, provided it is migrated to new, stable formats as needed. This potential has led
to institutional digitization projects designed to improve access and the rapid growth of the
digital preservation field.
Sometimes digitization and digital preservation are mistaken for the same thing. They are
different, but digitization is often a vital first step in digital preservation. Libraries, archives,
museums, and other memory institutions digitize items to preserve fragile materials and create
more access points for patrons.Doing this creates challenges for information professionals and
solutions can be as varied as the institutions that implement them. Some analog materials, such
as audio and video tapes, are nearing the end of their life-cycle, and it is important to digitize
them before equipment obsolescence and media deterioration makes the data irretrievable.
There are challenges and implications surrounding digitization including time, cost, cultural
history concerns, and creating an equitable platform for historically marginalized voices. [Many
digitizing institutions develop their own solutions to these challenges.
Mass digitization projects have had mixed results over the years, but some institutions have
had success even if not in the traditional Google Books model.
Technological changes can happen often and quickly, so digitization standards are difficult to
keep updated.
Process
The term digitization is often used when diverse forms of information, such as an object, text,
sound, image, or voice, are converted into a single binary code. The core of the process is the
compromise between the capturing device and the player device so that the rendered result
represents the original source with the most possible fidelity, and the advantage of digitization
is the speed and accuracy in which this form of information can be transmitted with no
degradation compared with analog information.

Digital information exists as one of two digits, either 0 or 1. These are known as bits (a
contraction of binary digits) and the sequences of 0s and 1s that constitute information are
called bytes.[14]Analog signals are continuously variable, both in the number of possible values
of the signal at a given time, as well as in the number of points in the signal in a given period
of time. However, digital signals are discrete in both of those respects – generally a finite
sequence of integers – therefore a digitization can, in practical terms, only ever be
an approximation of the signal it represents.

Digitization occurs in two parts:

Discretization
The reading of an analog signal A, and, at regular time intervals
(frequency), sampling the value of the signal at the point. Each such reading is called
a sample and may be considered to have infinite precision at this stage;
Quantization
Samples are rounded to a fixed set of numbers (such as integers), a process known
as quantization.
In general, these can occur at the same time, though they are conceptually distinct.
A series of digital integers can be transformed into an analog output that approximates
the original analog signal. Such a transformation is called a DA conversion.
The sampling rate and the number of bits used to represent the integers combine to
determine how close such an approximation to the analog signal a digitization will be.
Fig no. 3 - Digitization Of Alignment Of Metro Line 6
Conclusion:

• Metro Line-6, in between Swami Samarth Nagar to Vikhroli(EEH) has been proposed
to provide further inputs in the infrastructure of Greater Mumbai.
• Proposed Metro line is 15.31 Km in length & running from Swami Samarth Nagar to
Vikhroli (EEH) passing through Jogeshwari, WEH, Powai.
• This line is fully elevated and it connects Western Express & Eastern Express
Highways.
• It gives interchange facilities at Aadarsh Nagar of Line-2A,JVLR station of Line-7,
Aaray Depot station of Line-3 and Gandhi Nagar of Line-4 at different locations.
• It has 13 stations &most of the alignment is passing on the median of Jogeshwari-
Vikhroli link road.
• Similar to other Metro lines it has Integrated ticketing system, Lifts, escalators &
staircase facilities in addition to improved footpaths with rams for differently disabled
and senior citizens.
• From S.S.Nagar to Mahakali, out of 4.750Km(approx.), 2.58Km combined Road
flyover with Metro line will also be constructed on the same single pier at road median,
to provide an addition transport facility, in collaboration with MCGM.
• No major environmentally sensitive or archeologically important areas are directly
affected during the construction of this metro line.
• The main benefit is time saving for travelling in between Andheri to EEH by 30-45
minutes.
References:
Books :
1. Transportation Engineering – Dr.R.P.Rethaliya
2. Transportation Planning – Praddip Kumar Sarkar
3. Fundamentals of GIS – Michael N. Dermers
4. Traffic Engineering And Transportation Planning – Dr.L.R. Kadiyali

Research Papers :
1. Davis, B. (2001). GIS: A visual Approach. Canada: OnWord Press.

2. Wenzhong, S. (2010). Principles of Modeling Uncertainties in Spatial Data and

Spatial Analyses. USA: CRC Press.

3. Digitizing the Forest Resource Map Using ArcGIS, November 2010International

Journal of Computer Science Issues 7(6).singaraju Jyothi,Sri Padmavati Mahila
Visvavidyalayam,S. Anand Kumar Varma,E.G.S Pillay Engineering College

4. Effective Route Analysis of MRT Line-6 Based on Passenger Satisfaction,January 2019

5.Conference: International Conference on Engineering Research and Education School of
Applied sciences & Technology.At: SUST, Sylhet

Web Links :

https://www.slideshare.net/shubhamBhargava22/internship-report-on-mumbai-metro-line-7-
elevated-metro-rail-corridor-project-metropiu-mmrda-which-is-submitted-in-college-
submission-for-final-year-degree-by-shubham-bhargava-medicaps-university-indore