Comprehensive Transportation Study

Executive Summary of Comprehensive Transportation Study for MMR TTRANSSFORMM

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CONTENTS

1. – VISION, STRATEGIC OBJECTIVES AND CHALLENGES ............1-1 1.1 BACKGROUND....................................................................................................................................................................... 1-1 1.2 VISION FOR MMR.................................................................................................................................................................. 1-1 1.3 THE STRATEGIC OBJECTIVES ............................................................................................................................................ 1-3 1.4 BRANDING MMR.................................................................................................................................................................... 1-4 1.5 KEY CHALLENGES IN EVOLVING ..................................................................................................... 1-5 2. TRAVEL IN MMR – ISSUES AND PROBLEMS.............................................................................2-1 2.1 HISTORICAL TRENDS........................................................................................................................................................... 2-1 2.2 INTERNAL TRAVEL - 2005 .................................................................................................................................................... 2-2 2.3 SLUMS AND TRANSPORTATION ......................................................................................................................................... 2-4 2.4 INCOME LEVELS AND HOUSING TYPES ............................................................................................................................ 2-5 2.5 REHABILITATING SLUMS ..................................................................................................................................................... 2-5 2.6 EXTERNAL TRAVEL .............................................................................................................................................................. 2-6 2.7 SUB-URBAN RAILWAYS........................................................................................................................................................ 2-7 2.8 TRAVEL BY BUS .................................................................................................................................................................... 2-9 2.9 TRAVEL BY PARA TRANSIT MODES ................................................................................................................................. 2-10 2.10 TRAVEL BY PRIVATE VEHICLES ....................................................................................................................................... 2-10 2.11 PORTS .................................................................................................................................................................................. 2-14 2.12 AIRPORT .............................................................................................................................................................................. 2-16 2.13 INTERCITY RAIL TERMINALS............................................................................................................................................. 2-17 2.14 INTERCITY BUS TERMINALS ............................................................................................................................................. 2-17 2.15 GOODS/TRUCK TERMINALS .............................................................................................................................................. 2-18

3. GOALS & OBJECTIVES OF .............................................................3-1 3.1 BACKGROUND....................................................................................................................................................................... 3-1 3.2 POLICIES AND OBJECTIVES................................................................................................................................................ 3-1 4. ENVISIONING MMR AS A ‘WORLD CLASS’ REGION.................................................................4-1 4.1 BACKGROUND....................................................................................................................................................................... 4-1 5. ONE REGION - MANY POTENTIAL FUTURES.............................................................................5-1 5.1 EVOLVING ALTERNATIVES GROWTH STRATEGIES......................................................................................................... 5-1 5.2 THE LONG TERM GROWTH STRATEGY (LTS) ................................................................................................................... 5-2 6. TRAVEL DEMAND ANALYSIS AND RECOMMENDED TRANSPORT NETWORK FOR 2031,

2021 AND 2016 ...............................................................................................................................6-1 6.1 BACKGROUND....................................................................................................................................................................... 6-1 6.2 TRANSPORT NETWORK FOR THE YEAR 2031 .................................................................................................................. 6-1 6.3 TRANSPORT NETWORK FOR THE YEAR 2021 .................................................................................................................. 6-4 6.4 TRANSPORT NETWORK FOR THE YEAR 2016 .................................................................................................................. 6-4 7. TERMINALS IN MMR......................................................................................................................7-1 7.1 RAIL TERMINALS................................................................................................................................................................... 7-1 7.2 INTER STATE/ INTER CITY BUS TERMINALS..................................................................................................................... 7-2 7.3 TRUCK TERMINALS .............................................................................................................................................................. 7-3 7.4 AIRPORT TERMINALS........................................................................................................................................................... 7-3 7.5 PASSENGER WATER TRANSPORT TERMINALS ............................................................................................................... 7-4 8. TRAFFIC ENGINEERING MEASURES..........................................................................................8-1 9. ASSESSMENT OF COST, ECONOMIC VIABILTY AND PHASING OF PROJECT

IMPLEMENTATION.........................................................................................................................9-1 9.1 COST ESTIMATES................................................................................................................................................................. 9-1 9.2 ECONOMIC ANALYSIS .......................................................................................................................................................... 9-3 9.3 PRELIMINARY IMPLEMENTATION SCHEDULE .................................................................................................................. 9-4

TTRANSSFORMM Executive Summary of

Comprehensive Transportation Study for MMR

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9.4 FUNDING OF PROJECTS......................................................................................................................................................9-5 10. FINANCIAL ANLYSIS AND RESOURCE MOBILIZATION TRANSFORM PROJECTS’S

IMPLEMENTATION ...................................................................................................................... 10-1 10.1 BACKGROUND.....................................................................................................................................................................10-1 10.2 GENERAL REVENUE SOURCES ........................................................................................................................................10-2 10.3 USER PAY SOURCES..........................................................................................................................................................10-2 10.4 TRANSPORT SYSTEM LEVERAGE SOURCES .................................................................................................................10-6 10.5 FINANCIAL ANALYSIS TO EXPLORE POTENTIAL OF PSP/PPP......................................................................................10-6 FINANCING PLAN FOR ...............................................................................................................................10-22 11. NEED FOR CHANGE AND SUGGESTED INSTITUTIONAL ARRANGEMENTS ...................... 11-1 11.1 NEED FOR STRENGTHENING............................................................................................................................................11-1 11.2 UMTA A SEPARATE AUTHORITY OR WITHIN A REGIONAL GOVERNMENT STRUCTURE?........................................11-1 11.3 OPTIONS FOR A REGIONAL AUTHORITY.........................................................................................................................11-2 11.4 UNIFIED MUMBAI METROPOLITAN TRANSPORT AUTHORITY ......................................................................................11-7 12. POLICIES, ACTS AND ACTION PLAN ....................................................................................... 12-1 12.1 POLICIES & ACTS................................................................................................................................................................12-1 12.2 THE ACTION PLAN ..............................................................................................................................................................12-1 13. SUMMARY .................................................................................................................................... 13-1

LIST OF TABLES TABLE 2-1: KEY TRANSPORT INDICATORS (GROWTH %)........................................................................................................... 2-1 TABLE 2-2: MUMBAI TRAVEL DEMAND – MAIN MODE (AVERAGE WORKING DAY): 2005....................................................... 2-3 TABLE 2-3: DAILY FATALITIES IN ACCIDENTS IN MMR ................................................................................................................ 2-3 TABLE 2-4: GROWTH OF STAGE CARRIAGES, CONTRACT CARRIAGES AND SCHOOL BUSES IN MMR .............................. 2-9 TABLE 2-5: DESCRIPTIVE STATISTICS OF THE MAJOR TRANSPORT UNDERTAKINGS IN MMR (YEAR 2002-03) ................ 2-9 TABLE 2-6: GROWTH OF MOTOR VEHICLES IN MMR (ON ROAD AS ON 31ST MARCH, 1996 TO 2005) ............................... 2-10 TABLE 2-7: GROWTH OF TWO WHEELERS IN MMR ................................................................................................................... 2-11 TABLE 2-8: GROWTH OF CARS IN MMR....................................................................................................................................... 2-11 TABLE 2-9: GROWTH OF PRIVATE VEHICLES (CARS & TWO WHEELERS) IN MMR ............................................................... 2-12 TABLE 2-10: ANNUAL GROWTH OF PRIVATE VEHICLES (CARS & TWO WHEELERS) IN MMR, 1996-2005 .......................... 2-12 TABLE 2-11: PROPORTION OF CARS IN PRIVATE VEHICLES ................................................................................................... 2-13 TABLE 2-12: PRIVATE VEHICLE POPULATION OF MMR, VEH./1000 PERSONS....................................................................... 2-13 TABLE 2-13: FORECASTED GROWTH OF PRIVATE VEHICLE POPULATION OF MMR, VEH./1000 PERSONS...................... 2-14 TABLE 5-1: POPULATION-EMPLOYMENT (IN MILLION) IN INTERMEDIATE HORIZON YEARS ................................................. 5-2 TABLE 6-1: RECOMMENDED METRO CORRIDORS/ LINES FOR THE HORIZON YEAR 2031.................................................... 6-2 TABLE 6-2: RECOMMENDED SUB-URBAN CORRIDORS/ LINES FOR THE HORIZON YEAR 2031............................................ 6-2 TABLE 6-3: RECOMMENDED HIGHWAY CORRIDORS FOR THE HORIZON YEAR 2031 ............................................................ 6-3 TABLE 8-1: PROPOSED TRAFFIC ENGINEERING MEASURES BY COMPONENTS AND AREA ................................................ 8-1 TABLE 9-1: SUMMARY OF PRELIMINARY COST ESTIMATES FOR PROPOSED TRANSPORT NETWORKS FOR HORIZON YEARS 2031, 2021 AND 2016.......................................................................................................................................... 9-1 TABLE 9-2: PROPOSED TRANSPORT INFRASTRUCTURE IN MMR FOR THE HORIZON PERIOD 2008-2031 ......................... 9-2 TABLE 9-3: RESULTS OF THE ALTERNATIVE TRANSPORT STRATEGIES IN LONG TERM ...................................................... 9-4 TABLE 9-4: RESULTS UNDER SENSITIVITY ANALYSIS FOR P3E3 .............................................................................................. 9-4 TABLE 9-5: COST ESTIMATE (2031) AND PHASING (2010-31) FOR RECOMMENDED TRANSPORT INFRASTRUCTURE IN MMR............................................................................................................................................................. 9-6 TABLE 10-1: COMPONENT WISE CUMULATIVE INVESTMENT REQUIREMENTS ................................................................... 10-1 TABLE 10-2: VEHICLE GROWTH FORECAST ............................................................................................................................... 10-4 TABLE 10-3: RESIDENTIAL BUILDING VALUE GROWTH FORECAST –P3 E3 ........................................................................... 10-5 TABLE 10-4: EMPLOYMENT GROWTH FORECAST ..................................................................................................................... 10-5 TABLE 10-5: APPROXIMATION OF DC POTENTIAL 2006-2031 ................................................................................................... 10-5 TABLE 10-6: VEHICLE GROWTH FORECAST ............................................................................................................................... 10-5 TABLE 10-7: TOLL RATES ON SELECTED NETWORK................................................................................................................. 10-7 TABLE 10-8: FIRR OF FREEWAY NETWORK (%) ....................................................................................................................... 10-13 TABLE 10-9: RESULTS OF SELECTED FREEWAY PROJECTS................................................................................................. 10-14 TABLE 10-10: VIABILITY ANALYSIS OF INDIVIDUAL INTERCHANGES .................................................................................... 10-15 TABLE 10-11: RESULTS OF FINANCIAL ANALYSIS OF SUB-URBAN RAIL NETWORK (FIRR IN %) ...................................... 10-15 TABLE 10-12: FINANCIAL ANALYSIS OF SUB-URBAN RAIL PROJECTS.................................................................................. 10-16


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TABLE 10-13: RESULTS OF FINANCIAL ANALYSIS OF INDIVIDUAL STATIONS ON SUB-URBAN RAIL ROUTE.................. 10-17 TABLE 10-14: RESULTS OF FINANCIAL ANALYSIS OF METRO NETWORK AT MMR LEVEL (FIRR IN %)............................ 10-17 TABLE 10-15: RESULTS OF FINANCIAL ANALYSIS OF INDIVIDUAL METRO CORRIDORS ................................................... 10-18 TABLE 10-16: FIRR OF INDIVIDUAL METRO STATION .............................................................................................................. 10-18 TABLE 10-17: POTENTIAL FOR PPP/PSP BY INDIVIDUAL PROJECTS .................................................................................... 10-20 TABLE 10-18: SUMMARY OF FUNDING REQUIREMENT AND SOURCES - 2031 .................................................................... 10-22 TABLE 10-19: INVESTMENT OPTION WITH NO BUDGET AND ANY OTHER CONSTRAINTS ................................................ 10-24 TABLE 10-20: INVESTMENT OPTION WITH BUDGET AND OTHER CONSTRAINTS ............................................................... 10-26

LIST OF FIGURES FIGURE 1-1: MUMBAI METROPOLITAN REGION - STUDY AREA FOR CTS ............................................................................... 1-1 FIGURE 1-2: THE VIRTUOUS CYCLE .............................................................................................................................................. 1-3 FIGURE 1-3: ESTIMATED TOTAL INCOME IN YEAR 2005 OF TOP 38 CITIES (BILLION US$ IN PPP TERMS) ......................... 1-9 FIGURE 1-4: ESTIMATED INCOME PER CAPITA IN 2005 IN SELECTED MAJOR CITIES (000’ US$ IN PPP TERMS)............... 1-9 FIGURE 2-1: PROJECTED VEHICULAR GROWTH – MMR............................................................................................................. 2-1 FIGURE 2-2: APPROACHING MAHIM CAUSEWAY......................................................................................................................... 2-2 FIGURE 2-3: HOME INTERVIEW SURVEY....................................................................................................................................... 2-3 FIGURE 2-4: MODE SHARE (WITHOUT WALK)............................................................................................................................... 2-3 FIGURE 2-5: AVERAGE TRIP LENGTH (KM) ................................................................................................................................... 2-4 FIGURE 2-6: EXPENDITURE ON TRAVEL (RS PER MONTH): VARIATION BY OCCUPATION.................................................... 2-4 FIGURE 2-7: EXPENDITURE ON TRAVEL (RS PER MONTH): VARIATION BY MODE ................................................................. 2-4 FIGURE 2-8: DISTRIBUTION BY HOUSING TYPE........................................................................................................................... 2-5 FIGURE 2-9: REPORTED AVERAGE HOUSEHOLD INCOME BY HOUSING TYPE ...................................................................... 2-5 FIGURE 2-10: SLUMS ALONG SUBURBAN RAILWAY TRACKS .................................................................................................... 2-6 FIGURE 2-11: SLUM REHAB HOUSING (MUTP) ............................................................................................................................. 2-6 FIGURE 2-12: VICTORIA TERMINUS - 19TH CENTURY................................................................................................................. 2-7 FIGURE 2-13: SUBURBAN TRAIN PASSENGERS (PEAK PERIOD- 6:00AM TO 11:00AM)........................................................... 2-8 FIGURE 2-14: MEASURING CROWDING IN TRAINS: NUMBER OF PASSENGERS PER SQ M IN DIFFERENT PARTS OF A SECOND CLASS COACH ........................................................................................................................................................ 2-8 FIGURE 2-15: GROWTH OF TOTAL MOTOR VEHICLES IN MMR................................................................................................ 2-11 FIGURE 2-16: GROWTH OF PRIVATE VEHICLES IN MMR .......................................................................................................... 2-12 FIGURE 2-17: PROPORTION OF CARS IN PRIVATE VEHICLES ................................................................................................. 2-13 FIGURE 2-18: PORTS IN MMR........................................................................................................................................................ 2-15 FIGURE 2-19: MUMBAI PORT......................................................................................................................................................... 2-15 FIGURE 2-20: JN PORT................................................................................................................................................................... 2-16 FIGURE 2-21: GROWTH OF TRAFFIC AT JN PORT...................................................................................................................... 2-16 FIGURE 2-22: SLUMS AROUND EXISTING AIRPORT .................................................................................................................. 2-16 FIGURE 2-23: DESIRE PATTERN OF AIR TRAVELERS................................................................................................................ 2-16 FIGURE 2-24: PROJECT GROWTH OF AIR TRAFFIC................................................................................................................... 2-17 FIGURE 3-1: MUMBAI ISLAND: AN AERIAL VIEW........................................................................................................................... 3-1 FIGURE 3-2: P D’MELLO ROAD........................................................................................................................................................ 3-1 FIGURE 3-3: FORT ........................................................................................................................................................................... 3-2 FIGURE 3-4: DADAR.......................................................................................................................................................................... 3-2 FIGURE 3-5: MAHALAKSHMI ............................................................................................................................................................ 3-2 FIGURE 3-6: SHANGHAI - URBAN FORM ........................................................................................................................................ 3-2 FIGURE 3-7: BANDRA WEST............................................................................................................................................................ 3-3 FIGURE 4-1: SHANGHAI SKYLINE ................................................................................................................................................... 4-1 FIGURE 4-2: WORK FORCE PARTICIPATION RATE ...................................................................................................................... 4-2 FIGURE 6-1: CONCEPTS FOR DEVELOPING TRANSPORT NETWORK (TRANSIT AND HIGHWAY) FOR HORIZON YEAR 2031 ......................................................................................................................................................................................... 6-6 FIGURE 6-2: RECOMMENDED TRANSPORT NETWORK (TRANSIT AND HIGHWAY) FOR HORIZON YEAR 2031................... 6-7 FIGURE 6-3: RIGHT OF WAY REQUIREMENTS FOR HIGHER ORDER HIGHWAY CORRIDORS............................................... 6-8 FIGURE 6-4: RECOMMENDED TRANSPORT NETWORK (TRANSIT AND HIGHWAY) FOR HORIZON YEAR 2021................... 6-9 FIGURE 6-5: RECOMMENDED TRANSPORT NETWORK (TRANSIT AND HIGHWAY) FOR HORIZON YEAR 2016................. 6-10 FIGURE 7-1: PROPOSED TERMINALS & INTER-MODAL STRATEGY........................................................................................... 7-1 FIGURE 7-2: PWT ROUTES AND TERMINALS ................................................................................................................................ 7-4 FIGURE 9-1: CUMULATIVE COST ESTIMATES FOR HORIZON YEAR PERIOD 2008-2031 ........................................................ 9-3 FIGURE 10-1: REGIONAL DEVELOPMENT CHARGE FRAMEWORK .......................................................................................... 10-3 FIGURE 10-2 : INTEGRATED REGIONAL AND MUNICIPAL DEVELOPMENT CHARGE FRAMEWORK.................................... 10-3 FIGURE 10-3: METRO ADVERTISEMENTS IN SHANGHAI........................................................................................................... 10-6 FIGURE 10-4: AIR RIGHT AND TRANSIT ORIENT DEVELOPMENT (KUALA LUMPUR AND TOKYO)....................................... 10-6 FIGURE 10-5: FREEWAY INTERCHANGES IDENTIFIED FOR NODAL DEVELOPMENT............................................................ 10-9



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FIGURE 10-6: SUBURBAN RAILWAY SYSTEM WITH IDENTIFIED STATION NODES FOR COMMERCIAL DEVELOPMENT............................................................................................................................................................................. 10-10 FIGURE 10-7: METRO SYSTEM WITH STATIONS TYPES IDENTIFIED FOR COMMERCIAL DEVELOPMENT ...................... 10-11 FIGURE 10-8: VIABILITY SENSITIVENESS TO INCREASE AND DECREASE IN NUMBER OF NODES.................................. 10-19 FIGURE 11-1: STRENGTHENING MMRDA TO INCLUDE TRANSPORT FUNCTIONS-“UNIFIED TRANSPORT ADMINISTRATION” .......................................................................................................................................................................... 11-3 FIGURE 11-2: PROPOSED ORGANISATIONAL SETUP IN MMRDA............................................................................................. 11-4 FIGURE 11-3: PROPOSED ORGANISATIONAL SETUP IN MUNICIPAL CORPORATIONS AND ULB’S..................................... 11-5 FIGURE 11-4: INSTITUTIONAL ARRANGEMENT FOR OPTION 2: PROPOSED ORGANISATIONAL STRUCTURE FOR UMTA................................................................................................................................................................................................ 11-7

LIST OF BOXES BOX 1-1: GENESIS ............................................................................................................................................................................ 1-1 BOX 1-2: SWOT OF MMR.................................................................................................................................................................. 1-2 BOX 1-3: DIMENSIONS OF VISION FOR MMR ................................................................................................................................ 1-3 BOX 1-4: POTENTIAL AREAS AND CHARACTERISTICS OF MMR FOR DEVELOPING PUBLIC REALM AND DISTINCT URBAN IMAGE................................................................................................................................................................................... 1-5 BOX 5-1: LTS – A PERSPECTIVE ..................................................................................................................................................... 5-2 BOX 11-1: ISSUES AND CONCERNS............................................................................................................................................. 11-1 BOX 12-1: THE ACTION PLAN ....................................................................................................................................................... 12-1

Acknowledgement

LEA International Ltd., Canada and LEA Associates South Asia Pvt. Ltd., India, wish to gratefully acknowledge the unique opportunity granted to them by MMRDA and the World Bank in preparing a Comprehensive

Transportation Study for Mumbai Metropolitan Region or .

Preparation of transportation plan for the horizon period up to 2031 that covers detailed analysis of base year travel patterns, travel demand modeling, assessment of planning parameters for different future growth scenarios, assessment of alternative public transport and road networks and related social/environmental/ economic/financial analyses, stakeholder consultation and, technology transfer etc. could not have been accomplished without the active participation and key inputs from many individuals. We take this opportunity to acknowledge with gratitude the encouragement and support given by the following:

• All the members of “Authority” of MMRDA

• All the members of High Level Steering Committee

• MMRDA and its officials

o Dr. Suresh Joshi, IAS, Former Metropolitan Commissioner, MMRDA

o Dr. T. Chandra Shekhar, IAS, Former Metropolitan Commissioner, MMRDA

o Mr. Ratnakar Gaikawad, IAS, Metropolitan Commissioner, MMRDA

o Mr. Milind Mhaiskar, IAS, Additional Metropolitan Commissioner & Project Director, MUTP, MMRDA

o Mr. PRK Murthy, Chief, Transport & Communication Division, MMRDA

o Ms. Uma Adusumilli, Chief, Planning Division, MMRDA

o Mr. U. V. Luktuke, Chief, Town & Country Planning, MMRDA

o Mrs. K. Vijaya Lakshmi, Sr. Transportation Planner, MMRDA

• Members of the Technical Advisory Committee (TAC) who provided valuable and insightful guidance through all the phases

of the study

• Mr. Sanjay Ubale, IAS, Secretary GAD (Special Projects), Government of Maharashtra

• Mr. A.K Jain, IAS, Former Director, MTSU

• Mr. U P S Madan, IAS, Director, MTSU

• Mr. S Kshatriya, IAS, General Manager, BES&T Undertaking

• Mr. V K Kaul, General Manager, Central Railway

• Mr. A K Jhingron, General Manager, Western Railway

• Mr. Vishnu Kumar, Former Director (Projects), Mumbai Rail Vikas Corporation

• Municipal Commissioners of Municipal Corporations and Chief Officers of Municipal Councils of MMR

• City Engineers and other technical staff of ULBs

• Staff of public transport undertakings of MMR (BEST, NMMT, TMT, KDMT, MBMT, MSRTC)

• Mr. A. K. Swaminathan, World Bank

• Mr. Hubert Josserand, World Bank and

• other World Bank Advisors

In addition to those that are identified above, we wish to acknowledge the countless other persons and agencies who provided information and assistance to our consulting team during the progress of the study and who were instrumental in developing a transportation plan for the MMR that is reflective of the aspirations of its citizens and their elected decision makers. Finally, the citizens of MMR deserve special thanks for providing their inputs and extending their co-operation at the time of surveys, which formed the critical base for the preparation of Comprehensive Transportation Study for MMR. By any global measures, the problems of planning and managing a huge and complex region such as MMR are immense and daunting. However, during the course of the study, MMR demonstrated its incredible resiliency to rapidly and effectively overcome severe flooding and horrendous terrorist rail bombing that would have severely weakened the resolve of lesser cities. There is a spirit of optimism and confidence in Mumbai’s future that is infectious and inspiring. We believe that the recommendations provide a realistic and achievable plan for the implementation of longer term transport strategies and also more immediate action proposals, with one of the principal objectives being transformation of “MMR into a world class metropolis with a vibrant economy and globally comparable quality of life for all its citizens”. We pray for a positive approach and willful implementation of various recommended transport infrastructure proposals, to the wider benefit of the society. Respectfully Submitted LEA International Ltd., Canada LEA Associates South Asia Pvt. Ltd., India July 2008

Foreword

The Comprehensive Transportation Study (CTS) for the Mumbai Metropolitan Region (MMR) or

(Transportation Study for the region of Mumbai) articulates a vision for MMR's future transportation as a seamless, integrated system, in which commuters can make their journeys throughout the region safely and conveniently by various modes of transport with strong emphasis towards public transit. outlines long term (2031), medium term (2021) and short term (2016) transportation strategies and guidance necessary to attain this vision.

is an initiation from World Bank and MMRDA to formulate comprehensive transportation strategy for the metropolitan region. MMRDA with technical assistance from World Bank under MUTP embarked on . It has been over 25 years since the last comprehensive regional transport study is undertaken for the region. This study has provided insight to the current challenges of commuting in MMR, addressed the issues and prepared an infrastructure and investment plan for the next few decades.

stresses the need for MMRDA’s continuing efforts and expanding on its commitment recognizing the varying needs and priorities of different transportation users, in developing MMR’s major transportation infrastructure. by recognising the significance of transport for the economic growth and social well-being of MMR, proposes developing integrated multi-modal transportation system. It advocates focusing on the, development of metro corridors throughout the region, optimising and expanding the suburban rail network and reducing sub-human crowding conditions and providing an integrated network of access controlled highways. The estimated cost of the proposed transport infrastructure in MMR for the period upto 2031 is about INR 2,100 billion (US 50 billion dollars approx.). strongly supports increased cooperation and coordination by all the transportation providers in the MMR and emphasizes the need to be sensitive to the people and environment. Suggestions are made for more immediate solutions to current mobility problems to improve the existing transportation network's efficiency, reliability, and cost effectiveness that are currently impairing the region's prosperity and well-being of its citizens. It advocates increased participation in transportation decision making by regional and local authorities and public. It encourages Public Private Partnerships (PPP) that can help to meet the travel investment needs of the future.

received significant guidance and input from Technical Advisory Committee constituted by MMRDA comprising senior officials from various Government planning and implementation organisations of MMR. An extensive stakeholder consultative process conducted, in an open and cooperative environment. Stakeholder consultation meetings were conducted in May 2007 at sub-region level for groups of ULB officials & elected representatives, Central Railway and Western Railway, under the auspices of the MMRDA. Presentations on recommendations including transportation plans and strategies were made to Corporators of the ULBs and MLAs and MPs of the Region in January 2008. Two meetings of High Level Steering Committee (HLSC) on were held, one on 19

th

May, 2006 with a focus on providing a direction to the study and the expected outcomes and the second on 8

th November, 2007 for considering the study findings, recommendations and further action.

recommendations and proposed Action Plan were presented and discussed at the MMRDA Authority meeting, chaired by the Chief Minister on 15

th March, 2008. The CTS findings and

recommendations were also endorsed by Unified Mumbai Metropolitan Transport Authority (UMMTA) headed by Chief Secretary in May 2008.

’s recommendations provide a package of transportation plans and strategies to respond to MMR's present and future transportation needs including resource mobilisation and institutional arrangements. I am sure the report recommendations are though ambitious will pave the way in realizing the vision for transforming Mumbai into World class city. Ratnakar Gaikawad, IAS Metropolitan Commissioner, Mumbai Metropolitan Region Development Authority July 2008

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1. – VISION, STRATEGIC

OBJECTIVES AND CHALLENGES

1.1 BACKGROUND

1. Mumbai Metropolitan Region (MMR)

is one of the fastest growing metropolises in

India. With geographical spread of about

4,355 sq.km, MMR comprises seven

municipal corporations, 13 municipal councils

and 996 villages (Figure 1-1). With a

population of 19 Million (Census, 2001), it is

ranked as the sixth largest metropolitan

region in the world. The Region’s estimated

2005 population is nearly 21 million, which is

expected to grow to about 34 millions by the

year 2031, with the distinction of becoming

the largest metropolitan region in the world.

The workforce participation rate is anticipated

to reach about 45% by the year 2031 (37% in

2005). Mumbai aspires to be one of the

globally competitive cities in the world. The

short comings for it are many. Notable

amongst them include transportation

inadequacies.

2. The Comprehensive Transportation

Study (CTS) for MMR has been rechristened

as “ ” (TRANSportation Study

FOR the region of Mumbai). The mandate of

the present assignment included formulating strategies with a long term (2031 year) perspective

and then developing medium and short term (2021 and 2016) investment programs within the

context of the long term strategy and ongoing investments being planned in MMR (BOX 1-1).

BOX 1-1: Genesis

• 1962, Bombay traffic and transportation study by M/s Wilbur Smith Associates;

• 1983, Planning for Road System for BMR by CRRI, based on extensive home interviews and other surveys.

• 1992 CTS for MMR by M/s WS Atkins: travel demand was estimated using the 1978 household survey data collected by

CRRI and updated to 1992 by supplementary surveys. Recommended enhancement of sub-urban rail system, additional

highway corridors, etc. and investment proposals up to 2011. This formed the base for MUTP-II.

• All subsequent studies used only updated CRRI travel matrices and no such Home Interview Surveys (HIS) were carried out;

• It has been over 25 years since the last comprehensive regional transport study is undertaken for the region.

World Bank recommended fresh Comprehensive Transportation Study (CTS) for MMR to formulate MUTP phase - II

components and a comprehensive transportation strategy for the metropolitan region. MMRDA with technical

assistance from World Bank under MUTP embarked on this CTS for MMR.

1.2 VISION FOR MMR

3. The Task Force, appointed by the Chief Minister following the Bombay First-McKinsey

report “Mumbai Vision: Transforming Mumbai into a world-class city”, adopted the vision of

“Transforming Mumbai into a world class city with a vibrant economy and globally comparable

Figure 1-1: Mumbai Metropolitan Region - Study Area

for CTS



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quality of life for its citizens” to counter the declining economy and achieve true potential of growth.

The World Bank agreed to support a market-friendly growth inducing strategy that is equitable and

inclusive and based on a business plan1 approach.

4. Strengths, Weaknesses, Opportunities and Threats (SWOT) analyses of MMR is

undertaken and the conclusions are summarised in Box 1-2.

BOX 1-2: SWOT OF MMR

Strengths

• Presence of two sea ports and airport • Long history of international trade and financial services • Presence of reputed research and educational institutions • Large talent pool, good work culture • Good power supply in Greater Mumbai (though now under stress) • Efficient public transport with a successful PPP in MRT • Barely satisfactory water supply in Greater Mumbai • Citizens that pay user fees and taxes.

• Presence of MMRDA – A metropolitan planning and development authority

Opportunities

• The presence of ports and airport offer opportunities for improved external trade under the new WTO regime • GoI policy of SEZs to boost export • Possibilities of setting up of off-shore banking units and international financial services centre in SEZs • Growing demand for IT and ITES • Growth of high end manufacturing – gems and jewellery, fashion goods etc.

• Potential for growth of media and entertainment

Weakness

• Topographic constraints, limited land supply. • High real estate and housing prices • Large proportion of slum dwellers • Inadequate power supply • Extremely overcrowded trains and slow moving buses on congested roads • Water supply on the brink of turning into weakness in Greater Mumbai and already a weakness in parts of MMR • Generally poor solid waste management • Vulnerability to flooding and disruption to traffic • Greater Mumbai ranked 150 in quality of life index in international comparison.

• Greater Mumbai ranked 11th amongst 12 Indian

cities in “ease of doing business”

Threats

• Competition from other Indian and developing Country cities in terms of better quality of life at lower real estate and housing prices • Inability to convert economic momentum into investment in infrastructure

• Inability to improve business environment.

5. The earlier efforts of envisioning were having focus on Greater Mumbai. However,

considering the growth and expansion of Mumbai beyond the municipal boundaries and the

economic interdependence of the local jurisdictions, it is considered more appropriate to have a

vision for the entire metropolis. There is also a consensus that the vision statement prepared by

the 2004 Task Force - “Transforming MMR into a world class metropolis with a vibrant economy

and globally comparable quality of life for all its citizens”, is considered appropriate by

study.

1 MMRDA at the behest of Government of Maharashtra appointed LEA International Limited, Canada in joint venture with LEA Associates South Asia

Pvt. Ltd., New Delhi (LASA), who were already engaged in preparation of Comprehensive Transportation Study (CTS), to prepare the Business Plan for Mumbai Metropolitan Region (MMR).


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1.3 THE STRATEGIC OBJECTIVES

6. The basic strategy to attain the vision, as envisaged in “Business Plan” is to sustain MMR in a virtuous cycle of economic growth, resource mobilization, investment in infrastructure and

improved quality of life or livability with recognition that good governance plays a crucial and

central role in implementing such a strategy (Figure 1-2).

7. In order to sustain the MMR in a

virtuous cycle the basic strategy proposed

ensuring the following:

(a) a competitive MMR;

(b) a livable MMR;

(c) a bankable MMR; and

(d) a well governed MMR.

8. The noteworthy feature of this

vision statement is that it covers the entire

metropolitan region and incorporates the

notion of inclusive growth for all its

citizens. Building on SWOT analysis of

MMR, the vision needs to be further

translated and expanded into economic,

social and environmental dimensions or

objectives (Box 1-3).

BOX 1-3: DIMENSIONS OF VISION FOR MMR Economic Growth (a) Greater Mumbai will continue to be the financial capital of India with a leading position in stock

trading, mutual funds, insurance, banking and other financial services. Greater Mumbai will also emerge as the global financial centre exploiting its strategic location between London and Tokyo;

(b) MMR will strengthen its position in information technology (IT) and information technology enabled services (ITES) and should emerge as the centre for high-end outsourcing such as engineering design;

(c) Manufacturing like apparel and fashion goods, gems and jewellery, electronics, printing and publishing and repair services should prosper in MMR;

(d) Greater Mumbai will maintain and technologically enhance its standing as the major film producing and entertainment centre in the South and Southeast Asia;

(e) MMR will emerge as an important logistic and export hub through synergy between ports, airports and the special economic zones (SEZs); and

(f) MMR will improve its rank in “ease of doing business” in terms of reducing time and cost of regulatory compliances.

Social and Environmental Dimension

(a) All citizens of MMR will have access to basic civic services like safe drinking water, sanitation, public transport, education, health care and recreation facilities;

(b) All sections of the citizens will have access to affordable housing with substantial increase in average space per person; and

(a) The development will be environmentally sustainable and conserving built and cultural

heritage.

9. In the vision, the phrase world - class city has been used and then interpreted to imply

vibrant economy and globally comparable quality of life. In this, the context of strong globalizing

trends and the concept of world cities also need to be noted. The phrase world cities was perhaps

Figure 1-2: The Virtuous Cycle



1-4

used for the first time by Prof. Peter Hall when he identified seven cities viz. London, New York,

Tokyo, Moscow, Paris, Randstadt Holland, and Rheine Ruhr region as the world cities.2 Whereas

more recently, Sassen popularized the phrase global cities and identified London, New York and

Tokyo as the global cities 3.

10. A roster of world cities was prepared in 1999 where the presence of global accountancy

services, global advertising services, global banking services and global legal services was used as

the criteria to determine world city-ness. Greater Mumbai did not find a direct entry into the roster

but was identified as having “relatively strong evidence” of world city formation.4 The details of

classification given in footnote indicate that there is a considerable variation in cities in terms of

population size, income and quality of life. But the listings are indicative of the competition that

Greater Mumbai has to face in the global context.

Aspirations as Global Financial Centre

11. Greater Mumbai aspires to be a much more important global financial centre. It currently

ranks 41 on the Global Financial Centre’s Index (GFCI) prepared by an independent agency Z/Yen

on behalf of the City of London Corporation.

1.4 BRANDING MMR

12. Visual images of a city make lasting impact on particularly international business travellers.

World Trade Centre (prior to its destruction) in Manhattan, New York, Millennium Dome and Canary

Wharf in London, Minato Merai in Yokohama and Burj in Dubai or Petronas Towers in Kuala

Lumpur are some of the recent examples. After Gateway of India and Marine Drive, Greater

Mumbai or Navi Mumbai have not been able to create similar landmarks, which in the recent past

would connote modern Mumbai. Individually some of the buildings in Bandra-Kurla Complex (BKC)

are distinctly modern but they do not create a brand image.

13. Buildings on the waterfront seem to be more suited to create such brand images. Nariman

Point at the end of Marine Drive has a potential in that direction. In the context of emerging

structure of MMR, there are some more opportunities for creating a brand image. These are:

(a) Development near the Mahim Bay: With the completion of Bandra Worli Sea link, there would be some spare capacity available on the Veer Savarkar Marg, which can be utilized to redevelop Mill Land into an iconic building on the waterfront;

(b) Sewri: With the proposed Sewri-Nhava Trans Harbour Link Sewri, where Mumbai Port Trust (MbPT) land is available, would become an ideal location to create a distinctive landmark on the harbour;

(c) Nerul, Navi Mumbai: Across the harbour in Navi Mumbai too, there is a potential to develop a landmark that offers a distinctive image to Navi Mumbai. The likely locations could be Nerul or Belapur on the waterfront;

(d) Near the proposed airport in Navi Mumbai; and (a) In addition Greater Mumbai’s built heritage, protected, conserved and spruced up can also

create a distinctive image.

2 World Cities Peter Hall, Heinemann, London 1966.

3 The Global City Saskia Sassen Princeton University Press 1991 and other works.

4 A Roster of World Cities Beaverstock et al in Cities 16(6) 1999. The “Alpha World Cities” include London, Paris, New York, Tokyo in the top rung

with Chicago, Frankfurt, Hong Kong, Los Angeles, Milan and Singapore in the lower rung. The “Beta World Cities” include San Francisco, Sydney, Toronto, Zurich, Brussels, Madrid, Mexico City, Sao Paulo, Moscow and Seoul. The “Gamma World Cities” include Amsterdam, Boston, Caracas, Dusseldorf, Geneva, Houston, Jakarta, Johannesburg, Melbourne, Osaka, Prague, Santiago, Taipei, Washington, Bangkok, Beijing, Montreal, Rome, Stockholm, Warsaw, Atlanta, Barcelona, Berlin, Buenos Aires, Budapest, Copenhagen, Hamburg, Istanbul, Kuala Lumpur, Manila, Miami, Minneapolis, Munich and Shanghai. Other cities relatively strong evidence of world city formation are Athens, Auckland, Dublin, Helsinki, Luxembourg, Lyon, New Delhi, Philadelphia, Rio De Janeriro, Tel Aviv and Vienna.


1-5

14. In order to achieve such results, conscious efforts in urban design, particularly in public

places – streetscapes, plazas, parks and gardens is necessary. Business Plan for transforming

MMR into a World Class city will have to pay attention to these concerns.

BOX 1-4: POTENTIAL AREAS AND CHARACTERISTICS OF MMR FOR DEVELOPING PUBLIC REALM AND DISTINCT URBAN IMAGE

Port land

Mahim bay

BKC

NerulSeawood

Fort

Port land

Mahim bay

BKC

NerulSeawood

Fort

Potential Areas for Landmark Development

Public Spaces along Water

Waterfront Development

Water Sports and Marina Development

1.5 KEY CHALLENGES IN EVOLVING

15. is to address major challenges arising from existing shortfalls in the

transport networks that are the results of decades of underfunding, and the huge population and

employment growth expected over the next 25 years. Extensive modelling, analysis and

consultation are undertaken to arrive at the best strategies and investment programs to support

MMR as a world class metropolis meeting its economic as well as social objectives.



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16. One cannot predict, with great confidence, a single future for the MMR. The approach

adopted in is to

determine transport investment

strategies that were resilient and

robust enough to accommodate

several possible futures and to

provide future decision makers with

the essential transport framework to

make progressive implementation

decisions using the most current

assessment of needs and priorities.

Some implementation decisions

cannot be deferred.

17. Future transport corridors

need to be carefully defined and

protected. Measures to ensure fully

integrated land use planning and

transport infrastructure planning

need to be implemented

immediately, including establishing

financial mechanisms that fairly

allocate and accumulate capital

funding for both deficit correction

and expansions due to urban

growth.

18. The ensuing sub-sections highlight some of the major challenges that have influenced the

scope and issues considered in preparing a comprehensive transportation plan for the MMR to achieve the prime objective “Transforming MMR into a world class metropolis with a vibrant

economy and a globally comparable quality of life for all its citizens”. Amongst challenges, which

are described in the ensuing sections, the real challenge is to meet the requirements of both,

growing economy and expanding poverty, at the same time.

1.5.1 PHYSICAL CHALLENGES

Difficult Landform and Geography

19. The MMR is geographically very diverse with relatively narrow valleys and shoulder plains

sandwiched between the ocean, estuaries, rivers, creeks and hill ranges. As various generations

built bridges, particularly the railways, the urban structure took the initial form of linear communities,

along the railways, acting almost as umbilical cords. Then road bridges replaced ferries, but the

linear urban form prevailed. The core of the city is an island connected to mainland through limited

number of linkages. The immediate suburban areas are divided by the Sanjay Gandhi National

Park as well as several rivers, lakes and creeks. Other municipalities in the region are spread over

a very large area. While some, such as Thane and Mira-Bhayandar are contiguous with the urban

structure of Greater Mumbai, others, such as Bhiwandi and Vasai depend on single or very few

transport linkages with Greater Mumbai.

20. There are a number of other municipalities, whose connectivity with rest of the region

ranges between these two extreme examples. Also, there are many hilly areas as well as large

creeks which cut across the region. The initial impression is a region full of almost insurmountable

constraints. On the other hand, as compared to other similar regions, this diversity makes MMR

unique and interesting. Many other large metropolitan regions, which have grown from a port base,

have had to contend with a difficult typography and were forced to build major civil engineering

structures to more fully integrate physically separated land masses. In many respects MMR has not

50 km50 km


1-7

faced up to this stark reality and this has resulted in extreme crowding and congestion.

addresses these issues that will become even more pronounced as the region

rapidly reaches the forecasted population of 34 million by 2031.

Scarcity of Developable Land

21. While the gross land area of MMR is large, encompassing some 4,355 sq. km, only about

12.5% of this land can be categorized as being potentially developable. Some 1,134 sq.km are

under the jurisdiction of various municipalities and their respective development plans, spread over

various geographically diverse areas ranging from wetlands to mountains. The existing built-up

area is about 418 sq.km, leaving a balance of the 718 sq.km.. However, since this also includes

water bodies and green zones, the actual developable land within municipal boundaries is about

168 sq,km. Further potential urbanisable zones, identified in Regional Plan for 1996-2011, under

two categories i.e., U1 and U25, contribute another 182 and 180 sq.km respectively. In total, this

means that there is about 530 sq.km of land, which is currently deemed suitable for future

development, or a mere 12.5% of the total MMR land area. Within Greater Mumbai 41% of 438

sq.km land area is considered as “No Development Zones” for a number of reasons largely related

to environmental constraints or for park/open space preservation. There is less than 10 sq.km of

designated land yet to be developed in Greater Mumbai.

State of Good Repair and Functional Efficiency

22. A high priority needs to be given to maintaining existing transportation systems in a state of

good repair and functional efficiency. Funding to achieve this objective is rarely adequately

budgeted as the same agencies have responsibility for both maintaining and expanding the

systems. In this competition for funding, good repair typically loses out to system expansion. In

MMR, the state of good repair and functional efficiency of the transportation systems have reached

crisis levels. Regional infrastructure is unsafe and of low quality, and is very counterproductive to

the aspiration of being world class. But perhaps more important, the inadequacies impose severe

stress on the travelling public, undermining the health and well-being of MMR’s greatest strength,

its people. The poor state of infrastructure is already leading to the worst signs of demand

suppression. Crowding on suburban rail coaches is worse than standards specified for transporting

animals in the same system. As for safety, on an average day, 15 persons are killed on the road

and rail systems, predominantly on the suburban rail network. This loss of life is deplorable and can

be largely attributed to overcrowding. Some investments are now being made to improve service

levels on the rail network but these will not significantly redress the present deficiencies. Perhaps

the most impressive characteristic of the suburban rail network is its reliability, its speed and very

low fares.

23. Road transportation is no better with traffic snarls and all day congestions. Despite this,

between 1991 and 2005, there has been an increase of 140% in the number of cars and 300% in

the number of two wheelers on the road. And there are no indications that the desire by the public

to own vehicles is diminishing.

Vulnerability

24. Functioning transportation networks are crucial in times of natural and other calamities

including floods, earthquakes and terrorist attacks. There is no element of redundancy in the

existing systems and it is only with the heroic efforts of operating staff that disasters are so well

mitigated. Existing public transport and road network in MMR is composed of long uni-dimensional

corridors without adequate alternatives to fall back upon in case these arterial communication lines

are severed.

5 U1 zone covers areas where more intensive urban development and economic activity is expected in future. U2 zone has areas which have

potential for urbanization. It includes lands within 1 km on either side of important roads and within 1.5 km radius from railway stations.



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25. A level of redundancy in the network can go a long way in ensuring a quick recovery in

case of disaster by ensuring that supply lines are not completely cut-off. This aspect has been

taken into account while framing the future transportation network for the region under

.

1.5.2 SOCIAL CHALLENGES

Heterogeneity

26. With more than 50% of population living in slums and working in the informal sector, the

region presents formidable social challenges as well. In many respects, MMR consists of many

different social and economic strata each having distinct transportation needs and aspirations. It is

now recognized that in large urban areas, governments have to attempt to provide transport

choices with a “public transport first” agenda. However the maintenance and management of an

efficient road network is also critical for the social and economic functioning of the city. Achieving

the right modal balance is a key investment issue that has been addressed in .

27. In terms of governance, while Greater Mumbai is under a unified and strong municipality

(MCGM), the rest of the region comprises many heterogeneous urban, semi-urban and rural areas

governed by a range of urban local bodies. To tie together transportation needs of such diverse

groups along with keeping up with the aspiration of the region present challenges of its own

including the need to maintain social inclusion. The regional transport needs are large and fiscally

demanding, which may call for institutional restructuring to deliver the . This is not

to suggest that the present governance arrangements in the MMR should be radically changed, but

that a different overarching mechanism needs to be put in place to plan, finance, build and operate

regional scale and regional level functioning transport systems.

Slums

28. There is no other metropolitan area in the world that has such a large and diverse socio-

economic milieu as MMR, particularly the number of poor residents. This is a manifestation of the

historical magnetism of MMR in attracting rural populace from across India. This, coupled with

unaffordable and restricted supply of housing, has resulted in large increase in slum population

over last 20 to 30 years. household surveys (2005) indicate that, about 41.3% of the

population of MMR lives in slums. This slum population of about 8.6 million people in about 2.0

million households represents an enormous housing deficiency in the Region.

29. Slum dwellers are an integral part of the economic and social fabric of MMR. Rising

education standards and income levels of slum dwellers over the next 25 years will inevitably

materialize into a generational shift in housing from slums to regular, more permanent

accommodation. This shift will be accompanied by increased demands for motorized travel with

more people working in formal sectors. Predicting these generational socioeconomic changes, is a

key factor in travel demand forecasting for the Region.

1.5.3 ECONOMIC CHALLENGES AND OPPORTUNITIES

Growth

30. Greater Mumbai, a major part of MMR, is the largest city of India and sixth largest in the

world. It is also the densest city of the world due to many people living in slums or slum like

conditions. In spite of this, MMR has a unique role to play in the economy of the nation as

country’s most important financial centre and one of its most important service and logistical hubs.

It contributes a disproportionate share to the national GDP, thus benefiting the whole country.


1-9

Income of MMR6 was estimated to be about INR 1295 billion in 2004-05 which comprised 40% of

the state of Maharashtra. Per capita income, at about Rs 45,000 was three times that of an

average Indian in the same year.

31. It is estimated that the region has a population of 20.8 million (2005) and employment of 7.6

million. By 2031, this population is expected to grow by 1.5 to 1.7 times and employment by 1.9 to

2 times, making MMR world’s second largest metropolitan area. By estimates of M/s

PriceWaterhouseCoopers made earlier this year, Greater Mumbai ranks 37th richest city of the

world with a total income of US$ 126 billion (in PPP terms) (Figure 1-3). Further, the same study

observes that by the year 2020, Greater Mumbai will improve its position to 24th richest city of the

world with an estimated income of US$ 300 billion 7.

0

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Source: UK Economic Outlook, March 2007, PriceWaterhouseCoopers

Figure 1-3: Estimated Total income in Year 2005 of top 38 cities (Billion US$ in PPP terms)

32. Even in per capita terms, it was estimated that Greater Mumbai had a per capita income of

about US$ 6000 in the year 2005, highest in India or any other country in the SAARC region.

Competitiveness Issues

33. Status of the region as a financial centre

and economic engine is fast eroding due to

expensive housing and poor quality of transport and

other infrastructure. If the region is not able to keep

pace with the rest of the cities of country, it will fast

lose the status it has enjoyed, making it go through

the vicious circle of economic decline and lowered

quality of life. Catching up with world cities is still a

far cry.

34. Even with this scenario, no organisation is

responsible for planning for economic growth of the

metropolis at an appropriate metropolitan scale.

Constitutionally, all ULBs are responsible for social

and economic growth in their areas. But with

backlog of infrastructure deficiency and limited

capacity, they are generally busy catching up on the

shortfall. As of now, even basic statistics on economic parameters, which are important for

measuring competitiveness, are not available for MMR. This is because these parameters are

6 The economic data (national accounts) are available for administrative districts. MMR comprises the districts of Greater Mumbai and parts of Thane

and Raigad. Data for precisely defined MMR are therefore not available. Hence, the income of Greater Mumbai, Thane and Raigad districts have been considered for calculation of MMR income.

7 UK Economic Outlook, March 2007, PriceWaterhouseCoopers

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Figure 1-4: Estimated income Per Capita in 2005

in Selected Major Cities (000’ US$ in PPP terms)



1-10

reported at district level, and the boundary of MMR does not match with the boundary of any of its

constituent districts.

35. Many of the challenges associated with maintaining competitiveness are closely related to

the physical challenges. Chronic shortage of affordable housing as well as a state of bad repair of

metro’s infrastructure remains the main stumbling blocks for MMR to continue as the preferred

choice for doing business. Already, existing leading cities of the world have started taking note of

the growth and impending competition. Thus, competing with world cities will continue to be a

challenge for MMR.

1.5.4 INSTITUTIONAL CHALLENGES

36. The recently completed Business Plan for the MMR observed that there is no strong

metropolitan agency in MMR. For a metropolis aspiring to be world class in a short time frame, this

presents the most formidable challenge. It becomes all the more challenging when the absence of

a strong metropolitan level organisation is coupled with presence of too many not-so-strong ones.

37. The MMR comprises various habitations of varying sizes. It is governed by a multitude of

Urban Local Bodies (ULBs) responsible for these different areas, posing enormous coordination

issues. About twenty municipal corporations and councils govern major urbanised parts of MMR.

Rural areas are governed by village level bodies that are coordinated by district level coordinating

authorities. While most of the urban habitations are contiguous, there are few small ones that are

interspersed in the region. Contiguous parts are recognised by the Census of India as Greater

Mumbai Urban Agglomeration for reporting demographic statistics.

38. Physical development plans are prepared independently by each of the ULBs. At the

metropolitan level, till recently, planning is being done by MMRDA, an authority created in early

1970. As of now, metropolitan planning is to be done by a “Metropolitan Planning Committee

(MPC)” assisted by MMRDA although no working MPC has come into existence as yet. It is be

noted that there are also “District Planning Committees” (DPC) to plan for the entire districts. In

MMR there are some full and part of districts. DPC relationship with MPC or MMRDA is not so far

clear.

39. About ten different departments of the provincial government and eight ministries of the

federal government are directly responsible for providing various social and physical infrastructures

in the MMR. Many of these have either exclusive or overlapping functions with ULBs and MMRDA.

Till recently (upto 2003), MMRDA was restrained from doing any development work in area under

Municipal Corporation of Greater Mumbai. Thereafter, although it did act proactively in the area of

transportation, many hurdles still exist to let it function as a true coordinating authority at a

metropolitan level.

1.5.5 FINANCIAL CHALLENGES

40. In spite of Greater Mumbai being the 37th richest city of the world, it lacks resources for

creation and upkeep of matching transport infrastructure. MMR may need in the range of US$ 25

to 30 billion by the year 2016 to have a world class transport infrastructure, necessitating

expenditure in excess of INR 3 billion every year till 2016. (This has to be seen with the

approximate size of MMR economy with income of INR 20 billion).

41. Compared to this, overall capital expenditure of all the ULBs in MMR in the year 2006 was

about US$ 420 million. MMRDA contributes about US$ 5 million every year. World Bank funding

under the project, Mumbai Urban Transport Project (MUTP), amounts to US$500 million (out of

total project cost about US$ 945 million) over a six year period from 2002 to 2008 (averaging about

US$ 160 million per annum).

42. It can be quickly seen that the sums are small in comparison to the requirement. The

recently concluded Business Plan for MMR identifies problems related to sources, collection as well


1-11

as utilisation of funds. Sources are limited to octroi (dependent on buoyancy of economy) and

property tax (tagged to the rate and base revision because of restrictive laws such as Rent Control

Act). In addition, there are inefficiencies in collection. Even the capacity to borrow gets restricted

due to laws restricting base revision. ULBs are not allowed to borrow on the strength of their

balance sheets.

43. The Business Plan Study also mentions problems related to utilisation of funds and

highlights issues such as weak internal processes for project identification, preparation and tender

approvals. MMRDA’s own balance sheet is about US$2 billion with more than half of it in bank

deposits. Borrowings are insignificant. Funds are not leveraged to secure resources from the

capital market at competitive rates, a necessity to increase the rate of investment in infrastructure.

44. Funds created by MMRDA to lend to ULBs remain unutilised to the extent of 50% due to

lack of bankable projects, limited debt servicing capacity of ULBs and unwillingness to levy and

collect user fees. Further, funds of MMRDA are mainly from leased land that is not a very buoyant

resource. Development Charge, which can form a sustainable source of revenue, cannot be

collected by MMRDA, since it is not vested with the power to do so. Only special planning

authorities are allowed to collect development charges.

45. A good development in recent years is that MMRDA has acquired expertise in putting

together public transport projects in PPP format. This is a potent method of attracting private equity

on the basis of its own participation. But, overall, financial scarcity as well as structuring is likely to

remain one of the major challenges in implementation of the proposed transportation plan.

1.5.6 TRANSPORTATION CHALLENGES

46. To support the anticipated scale of economic development there are many inter-related

transport challenges. The first challenge is to improve MMR’s public transport system to

accommodate the growth of population and employment and consequent travel demand8. This can

be achieved by capacity enhancements to the existing suburban railway system; creating new

metro corridors; connecting major existing and planned activity centres of the region; providing

exclusive bus lanes to reinforce rail based transit with a higher order road based public transport

system. Transit First is therefore considered as the guiding principle in preparation of

transportation plan for MMR.

47. The second challenge is to create a hierarchical system of roads and freeways to meet a

wide spectrum of travel desires, including goods vehicles and the projected large increases in traffic

entering and leaving the MMR.

48. The third challenge is to structure the most effective institutional arrangements to

efficiently implement the proposed regional transport plan in a timely and prioritized manner. An

integral part of process is the mobilization of resources from traditional as well as new funding

opportunities. International experiences in resource mobilization did provide useful insights into

successful financing mechanisms.

49. Preparing a transportation plan for this scale of urbanization at any point of time and

anywhere in the world is a Herculean task. The task becomes more complex particularly in a

country, state and region that is undergoing profound social and economic change. Based on

discussions and guidance from many individuals and agencies, it was concluded that the

transportation study should consider several future population and employment distribution

strategies for the MMR and attempt to develop transportation strategies and plans that are resilient

8 Total travel during morning peak period (6:00 to 11:00 AM) is expected to increase from 4.75 million motorized trips to 10.00 million trips by 2031.

Most of these trips need to be supported by public transport modes.



1-12

or robust to meet several possible long term futures. This would better serve the agencies in

making the right investment choices, with some appreciation of the potential risks associated with

social and particularly economic change.

50. examined most of the important factors that greatly influence travel in the

Region, and the changing economic and social conditions, challenges and opportunities that will

need to be satisfied and captured. It is believed that the final recommendations of

“ ”, are expected to be useful in the future for updating of the Regional Plan and

Development Plans of ULBs in MMR

focus has been on the following five major components:

• Establishing base line data from primary and secondary surveys;

• Analysis and assessment of travel demand of 2005 and for horizon periods 2016,2021 and

2031;

• Preparation of Long, Medium & Short Term Transportation Strategies/ Plans;

• Suggesting Institutional Strengthening; and

• Evolving Investment plan and Funding Options

51. This Executive Summary is intended to provide an insight and overview of .

2-1

2. TRAVEL IN MMR – ISSUES AND PROBLEMS

Creating a comprehensive data base on land use, travel patterns, transport network and systems and socio-

economic information was vital to analyse existing traffic and travel characteristics in MMR. Extensive

primary surveys were conducted besides assimilation of secondary data/information. Specifically, the

discussion focuses on results and findings of analyses including internal travel pattern and demand,

external travel pattern and demand, terminal studies and future requirements, road network and public

transport networks, operational aspects public transport systems, etc.

2.1 HISTORICAL TRENDS

1. While MMR has been so far a region with one of the highest public transport share in the

world, it is expected that this status is expected to change in future. Table 2-1 provides a summary

of some changes in key transport indicators for the Region over the period 1991-2005. Although

these indicators are rather simplistic they are illustrative of urban transport trends over the last 15

years.

Table 2-1: Key Transport Indicators (Growth %)

MMR Actual 15 year (1991-2005)

Population Growth 43%

Sub-urban Train Daily Trips 35%

Bus Daily Trips (Main Mode + Feeder Trips) 9%

Registered Cars 137%

Registered Two Wheelers 306%

Registered Auto Rickshaws 420%

Registered Taxis 125%

Registered Commercial Vehicles 200%

Airport Passengers 94%

2. The transport indicators for the period 1991-2005 indicate that, buses are capturing a much

smaller share of travel and suburban services are not keeping pace with population growth. Bus

services are loosing out to autos and two wheelers for shorter distance trips particularly to the

railway stations. The very large increase in the number of autos and two wheelers is a reflection of

this trend. In the newly developing urban areas outside MCGM, the auto industry has found a niche

market in areas not well served by public transit. Ride sharing of autos is an example of the private

sector nimbly responding to a market opportunity to the benefit of their customers.

3. Suburban train ridership

growth is only about 80% of the

population increase. It could be

argued that this is due to the severe

crowding conditions on the system.

But in addition to this constraint, the

informal employment sector is

increasing and the formal

employment sector has declined in

proportional terms. Informal

employees have a greater propensity

to live close to their work places and

consequently more people walk to

work.

Figure 2-1: Projected Vehicular Growth – MMR

TTRANSSFORMM

Executive Summary of


2-2

4. The 137% increase in cars, a 306% increase in two wheelers, the 420% increase in autos

and 128% increase in taxis during 1991-2005 has created a lethal dose of traffic congestion which

has categorised Mumbai and region as one of the most congested cities in the world (Figure 2-1).

5. Parking space availability is often limited

in the busy parts of the city and drivers often

have to “baby sit” the vehicle and are called on

demand by phone. Many private cars could be

characterised as “private taxis”. Parking

problems are acute in three distinct areas.

6. Firstly in the older built-up areas and

slums, which were developed without due

consideration of changing vehicle ownership

levels and with little available parking and poor

local road accessibility. These areas could be

residential, shopping or employment zones that

are difficult to change and where some

constraints on vehicular use will have to be

considered.

7. Secondly in the newly developed areas

where private vehicles use is expected to be

high need provision of off-street parking and

access.

8. Thirdly, there are many traffic corridors

connecting these multiple communities to

places of employment/ other urban activities.

9. The observed speeds on some of the

major corridors in the study area during 1990 to

2005 indicate that, overall, the speeds are

decreasing with time and most probable reason

is the increasing trend of traffic levels (Figure

2-2). However, traffic stream speed depends on

several other factors like, time of the day, level

of activity along and across the road, pavement

condition, etc. at the time of observation.

10. Over the years, minimum average travel

speed in Island city has fallen from 18 to 8

kmph, in spite of major capacity expansion

programs underway, maximum average travel speed has shown marginal increase from 25 to 30

kmph, which is primarily due to construction of flyovers reducing location specific (and movement

specific) delays. Most of the network remains highly congested.

11. In the suburbs of Greater Mumbai, minimum average travel speed has fallen from 30 to 5

kmph, although maximum travel speed increased from 40 to 45 kmph. In Thane, maximum average

journey speed has dropped from 45 to 32 kmph, indicating traffic congestion due to increased

traffic flows. Over four decades, there has been little change on major roads in rest of the region.

2.2 INTERNAL TRAVEL - 2005

12. During this study, a total of 275,000 interviews were conducted in 66,000 homes recording

details of more than 325,000 journeys made by the residents on an average day (Figure 2-3). This

Figure 2-2: Approaching Mahim Causeway


2-3

formed part of a scientifically carried out survey through a group of 400 enumerators (specially

trained for this purpose) over a long time period during the study.

13. A total of about 10 million people in

MMR make about 28.5 million journeys (trips)

every day, counting going-to and coming-back

separately. More than half of these journeys,

i.e. about 15 million, are made entirely on-foot.

Another 13.5 million trips are made by a

combination of modes, at least one of which is

motorized. It has been estimated that all these

journeys total to about 250 million kilometres of

travel every day. The details are presented in

Table 2-2

Table 2-2: Mumbai Travel Demand – Main Mode (Average Working Day): 2005

Main Mode Trips per day

Walk 1,48,50,000

Train 69,75,000

Bus 35,50,000

Rickshaw 10,50,000

Taxi 2,25,000

Two Wheeler 10,50,000

Car 6,25,000

Total 2,83,25,000

14. Almost seven million journeys are

made by Suburban Rail. It is the most

important mode of travel after walk. Equally

important are public bus services on which

another 3.5 million trips are made. In

addition, these buses also double as an

access mode for people who use suburban

railways. Out of seven million journeys made

by rail, as mentioned earlier, about 1.5 to 2.0

million use buses to reach their railway

station of choice. Thus, buses in total carry

about 5.5 million passengers.

15. About one million journeys are made by Two Wheelers. Equal numbers are made by three

wheeled ubiquitous Auto-Rickshaw. About 850,000 journeys are performed by cars and taxis. In

spite of each of these modes being less than one-fifth of either train or bus, their high per capita

road coverage creates almost insurmountable congestion.

About 20 people get killed every day (approx. 13 on trains and 7 on roads Ref. Table 2-3.

Table 2-3: Daily Fatalities in Accidents in MMR

Persons killed every day Year

Road Rail Total

2002 5 10 15

2003 5 10 15

2004 6 13 19

2005 7 12 19

Source: Basic Transport & Communication Statistics for MMR, March 2005 by MMRDA and Indian Railways

Figure 2-3: Home Interview Survey

Figure 2-4: Mode Share (Without Walk)

52% People walk but they are excluded from this figure

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2-4

16. Unaffordable housing throughout the

city of Mumbai forces residents to move

farther away in surrounding municipalities,

where, they often remain captive to rail. For

this reason, average trip length for these

commuters is unusually high at almost 24 km

(see Figure 2-5). Length of journeys made by

all other modes is much less, varying from

seven to twelve km except Auto-Rickshaws

which is used for even smaller journeys of 1 to

5 km (Figure 2-5).

17. In terms of percentage, Mumbai

Region should take pride in the fact that 78%

of journeys are made by trains and buses (as main mode) which is highly efficient in terms of

energy consumption, environmental costs and per capita space requirement. Although, as was

found out, these are not the causes but effects of other phenomenon such as unusually compact

urban form, high densities, low incomes and lack of affordable housing. Thus, sadly, these are

signs of an overall low quality of life with lack of choices and alternatives rather than a conscious

selection of most efficient mode of travel. However employees owning cars or two wheelers often

choose to leave their vehicles at home and use public transport.

18. On an average, little over Rs 200 is spent by each person on account of transportation.

Figure 2-6 provides the variation by occupation. Full time employees spend the most whereas

housewives and retired people spend the least.

19. Further, if one analyses the variation by mode (in terms of expenditure per worker), it can

be seen that people using cars (with drivers) spend the most whereas workers using company

chartered buses spend the least (Figure 2-7).

Figure 2-6: Expenditure on Travel (Rs per month):

Variation by Occupation

Figure 2-7: Expenditure on Travel (Rs per month):

Variation by Mode

2.3 SLUMS AND TRANSPORTATION

20. There is no other Metropolitan area in the world that has such a large and diverse socio-

economic milieu as Mumbai, particularly the number of residents who are poor and extremely poor.

This is a manifestation of the historical magnetism of Mumbai in attracting rural populace from

across India by being a place which provides best chances of survival. This, when coupled with

high birth rates in this section of population, unaffordable and restricted supply of housing has

resulted in a large increase in slum population over last 20 to 30 years. Household

surveys corroborate earlier surveys and the 2001 Census of India that about 50% of the population

of Mumbai is being housed in slums.

Figure 2-5: Average Trip Length (km)


2-5

21. Slums have been characterized in

as either Slum Type 1

(buildings contained within a semi-organised

area and built with semi-pucca building

materials) or Slum Type 2 (representing the

less structured and more temporary slum

dwellings including those located on the

roadways, railway corridors and

watercourses). The mixture of housing is

shown in Figure 2-8. This slum population of

10 million people in about 2.3 million

households represents an enormous housing

deficiency which is perhaps the most serious

social problem of the MMR.

22. People who live in slums (2005 estimates) represent

• 41% of total MMR population (50% in Greater Mumbai and 27% outside of Greater Mumbai)

• 48% of total MMR employment

• 60% of people who walk to get to work

23. Slum dwellers are an integral part of the economic and social fabric of Mumbai. Rising

education standards and income levels of slum dwellers over the next 25 years will inevitably

materialize in a generational shift in housing from slums to regular permanent accommodation.

This shift will be accompanied by increased demand for motorized travel with more people working

in formal employment.

2.4 INCOME LEVELS AND HOUSING TYPES

24. Slum dwellers have reported household

income that is about two thirds of what families

living in apartments earn (Figure 2-9). The

potential changes in income levels over the

next 25 years could have a major impact on the

amount of urban travel. One of the major

influences on urban travel is the practice of

people changing jobs but not homes, even if

this involves increased travel. The experience

of developed economies is that this

phenomenon in itself is creating a 30%

increase in travel even with no overall increase

in employment. India is now experiencing high

volatility in the job market with companies aggressively competing for qualified staff and retaining

employees, which is becoming a major business issue and is driving inflation pressures. The

observed experience of large cities is that as they expand, the average person trip lengths get

longer, which further generates increased travel demand on the transportation networks.

2.5 REHABILITATING SLUMS

25. Unfortunately the need to reallocate and provide alternative accommodation for slum

dwellers has become a major cost and timing constraint in undertaking infrastructure projects.

26. The road and rail projects, being currently undertaken under MUTP, require resettlement

and rehabilitation of over 22,000 households involving 110,000 residents (Figure 2-10 and Figure

2-11). Each resettled family is provided, at no extra cost, with a 225 sq ft apartment including title

Figure 2-8: Distribution by Housing Type

Figure 2-9: Reported Average Household Income by

Housing Type

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2-6

of ownership. This resettlement programme has been estimated to cost Rs. 4,800 million (US $120

million).

Figure 2-10: Slums along Suburban Railway Tracks Figure 2-11: Slum Rehab Housing (MUTP)

27. Plans to undertake an expansion of the Mumbai airport are also faced with similar

resettlement and rehabilitation problems with an estimated 70,000 slum families currently

occupying airport land. Government policies have established an eligibility occupancy date of 1995

for slum resettlement and rehabilitation, although this criterion is under constant review and

challenge.

2.6 EXTERNAL TRAVEL

28. Analysis of traffic counts on the outer periphery (cordon) show that four National Highways

carry most traffic. A total 55,000 vehicles enter or leave MMR everyday through these corridors

which is about 60% of the total external traffic. The Mumbai-Pune Expressway adds another 23%

of the total traffic and various State Highways contribute a total of 18%.

29. The origins or destinations of passenger-vehicle movements in and out of MMR are

dominated by Greater Mumbai. About 63% of all vehicle movements either originate from, or

terminate in Greater Mumbai. Share of Kalyan (9%), Thane (7%) and Navi Mumbai (4%) are also

significant. Most of these trips are made for work-related purpose. In addition, about 116,000 bus

passengers arrive in and depart from MMR daily. Greater Mumbai accounts for one-third of this

traffic. Kalyan-Dombivali and Thane are also important. Through-traffic, traversing the region,

accounts for only 4% of passenger movements. Many buses travel on Mumbai-Pune Expressway.

30. MMR also produces on an average day about 110,000 tonnes of freight traffic, and attracts

about 104,000 tonnes by roads. Of this, Greater Mumbai produces about 43% and attracts 37%.

Navi Mumbai, Bhiwandi and Thane are also important centres of production and attractions for

goods traffic. About 16% of the total freight movement is through-traffic, for in MMR.

31. A comparison of traffic count data at the outer cordon locations i.e. entry/ exit locations of

MMR carried out in CRRI study (1983) and present study (2005) indicates that, the traffic growth by

Bus, Trucks, Car and Two wheelers is 6.3%, 7.4%, 13.1% and 11.9% per annum respectively.

Inter-city passenger travel by cars and two wheelers is increasing at faster rate than by bus. The

reasons could be several, but the major reason is increasing private vehicle ownership.

32. Approximately 6,630 buses enter or leave MMR per day through outer cordon locations of

MMR. On an average, the traffic split by private and Govt. buses is 45% and 55% respectively. On

NH8, SH53 and Mumbai-Pune Expressway, operation of private buses are high. While, on SH35,

MSH2, SH38 and NH4, operation of Govt. buses are high. Comparisons of present findings with

previous studies indicate that, inter-city travel by private buses is increasing and it is expected that,

this trend would further continue.


2-7

2.7 SUB-URBAN RAILWAYS

33. The history of transit in Mumbai and

history of railways in India are tied together.

Just thirteen years after the first train of India

was flagged off from CST to Thane 153 years

ago, the first suburban operation started

between Virar and Back bay in 1867 (near

Churchgate of today). For these deeply

historical reasons, unlike any other city of India,

Mumbai Region has greatly benefited by having

a very mature and efficient rail based transit

system developed, operated and maintained by

Indian Railways for more than 140 years. While

Indian Railways is now mainly a national intercity passenger and freight operator of India, it has

continued to operate and maintain the Mumbai Transit System, a non-core activity.

34. ‘Indian Railways’ operates about 2100 suburban services per weekday (1186 by Central

Railway and 913 by Western Railway) over about 400 km route network (280 km of Central

Railway and 120 km of Western Railway). The fleet strength of Central Railway is 86 trains of 9 car

rakes and 24 trains of 12 car rakes and that of Western Railway is 41 of 9 car rakes and 31 of 12

car rakes. Average weekday suburban rail travel demand is estimated to be 15 million passenger

km in 2005, at an average rail journey length of 26 km. The number of weekday passenger trips by

rail is estimated at 7 million. The average commuter density is observed to be 9 persons/sqm

(average standing density 12 persons/sqm, density in the space between car doors is 16

persons/sqm). Maximum passenger flow is observed across Mahim where about 400,000

passengers move in morning peak hour (0900-1000 hrs) and 320,000 passengers in the evening

peak hour (1800-1900 hrs.) (Figure 2-13 and Figure 2-14).

35. Traffic on suburban rail is growing differentially on different parts of the network. Lines

operated by Western Railway from Churchgate to Virar have a very low growth rate (0.65% per

annum). This is mainly due to supply crunch. On the other hand, network operated by Central

Railway is more diverse and has many under-utilised sections. Therefore, it has been growing at a

higher rate of 2.65% per annum.

36. One of the remarkable attributes of the suburban rail system is the low fares compared to

any other transit system in the world. However this low cost comes with a severe penalty with 10-12

casualties per day and crowding levels reaching an intolerable 16 persons/sqm in the space

between car doors (average standing density is 12 persons/sqm). The average crowding level is 9

persons/sqm. There is an urgent need for enhancing the sub-urban rail system to reduce the over-

crowding level. In addition, to cater for the future travel demand, there is a need for capacity

augmentation by extending sub-urban railway system, supplementing with metro system, exclusive

bus lanes on major highway corridors.

Figure 2-12: Victoria Terminus - 19th Century

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2-8

Figure 2-13: Suburban Train Passengers (Peak Period- 6:00am to 11:00am)

The

world’s

most

crowded

transit

system

Figure 2-14: Measuring Crowding in Trains: Number of passengers per sq m in different parts of a second

class coach


2-9

2.8 TRAVEL BY BUS

37. Bus1 is predominant in MMR, after sub-urban rail. Daily travel by Bus as a main mode in the

base year (2005) is about 3.55 million trips, which is 26.3% of total travel demand (without walk

trips). It is pertinent to mention here that bus is acting as a major feeder mode/service to the sub-

urban train. If access/ egress is also included, the trips performed by bus would be about 5.5

million/day. In all, bus services are operated over 5,700 routes.

38. Travel by contract carriages (buses operated by private operators, companies) is also

predominant on some of the routes. Growth of stage carriages, contract carriages and school

buses in the MMR are presented in Table 2-4. In 2005, contract carriages have been increased

from 7,396 to 10,633 and school buses have increased from 912 to 1,298. However, the no. of trips

per bus carried by these contract carriages and school buses per day is approximately 1/10 of the

passengers/bus carried by the public transport buses. The growth of contract carriages clearly

indicates that, the public transport, sub-urban train and bus are losing their share. The reason for

more operation of contract carriages and school buses is convenient and comfort offered by these

modes.

Table 2-4: Growth of Stage Carriages, Contract carriages and School Buses in MMR

Year Stage Carriages Contract Carriages School Buses Total

1996 6041 7117 842 14000

1997 6293 7508 850 14651

1998 6557 7787 861 15205

1999 6737 8144 864 15745

2000 6948 8608 867 16423

2001 7144 9027 871 17042

2002 7038 6761 897 14696

2003 7149 7033 933 15115

2004 6719 7396 912 15027

2005 6740 10633 1298 18671

39. In MMR, BEST is the biggest public road passenger transport provider with a fleet strength

of 3,380 and operating 334 routes in the MMR. In fact, it is the biggest municipal public transport

undertaking in India. BEST operates services within Greater Mumbai and from Greater Mumbai to

other major destinations outside Greater Mumbai. Fleet and number of routes operated by major

transport undertakings in the MMR are presented in Table 2-5.

Table 2-5: Descriptive Statistics of the Major Transport Undertakings in MMR (Year 2002-03)

TU

Pass-

km

(million)

Bus-km

(million)

No. of

Buses

Held

No. of

Employees

Pass.

Carried

(million)

Average

Carrying

Capacity

Occupancy

Ratio or

Load

Factor*

No. of

Routes

Operated

One-way

Passenger Trips

Originated

Daily**

(Millions)

BEST 10,187 237.7 3,380 35,276 1560.9 75.0 57.2 334 4.30

TMT 914 19.64 264 2,555 96.2 58.2 80.0 43 0.26

MSRTC 7,933 204.2 1,950 294.4 251.6 0.77

Raigad 2,128 65.9 660 95.0 64.1 0.26

Thane 3,384 64.3 585 97.2 63.6 0.27

Palghar 1,153 38.3 428 68.1 63.4 0.19

Mumbai 1,268 35.7 277 34.1 60.5 0.05

Note: * The load factor is based on average carrying capacity of vehicles at the end of the year.

** Daily Passenger trips includes main mode trips and access/ egress trips

Complete Statistics for NMMT, KDMT and MBMCTU are not available

Source: Basic Transport & Communications Statistics for MMR, March 2005

1 The road based public transport (bus) system is mainly operated by municipal corporation undertakings like

BEST, NMMT, TMT, KDMT, MBMCTU, etc. In addition, MSRTC (which provides services mainly for inter-city travel)

also cater to the internal travel needs of MMR.

TTRANSSFORMM



2-10

2.9 TRAVEL BY PARA TRANSIT MODES

40. Intermediate Public Transport (IPT) modes i.e. Taxi and Auto in metropolitan cities plays an

important role in meeting unstructured travel demands of users. It performs as feeder service to the

main mass transport system (Both rail and road based) and provides accessible movement in

predefined areas. The services provided by the IPT are intermittent in nature and this has complete

flexibility in destination which is determined by the passengers. In MMR, IPT is acting as competent

access/ egress mode and competing with road based public transport system, especially on short

trip lengths. Trip characteristics by these modes is entirely different compared to the trips made by

other motorised modes, as these modes offer high flexibility, services from almost door to door,

fare, etc.

41. As per the 2005 statistics, number of Autos in Greater Mumbai and rest of MMR is 1,02,224

and 1,17,946 respectively (46.4%:53.6%). Population of Taxi in Greater Mumbai and rest of MMR

is 56,459 and 17,634 respectively (76.2%:23.8%). Operation of Autos and Taxis in Greater Mumbai

is high compared to rest of the region. Past trend during 2000 to 2004 indicates that, there is an

increase in Auto and Taxi population in rest of MMR, whereas it is almost stagnant in Greater

Mumbai. Annual growth rate of Auto population and Taxi population in MMR is 4.0% and 3.1%

respectively (2000-2004 data).

42. Based on IPT studies, it is found that, on an average, taxis perform 10 trips a day with an

average trip length of 5.1 km. The proportion of taxis owned and hired by operators/drivers is

40%:60%. Autos perform 16 trips day with an average trip length of 2.9 km. The proportion of autos

owned and hired by operators/drivers is 61%:39%.

2.10 TRAVEL BY PRIVATE VEHICLES

43. Daily travel by private vehicle modes, two wheelers and cars in the base year (2005) is

estimated to be about 1.05 million and 0.63 million respectively, which is 7.8% and 4.6% of total

travel demand (without walk trips) of MMR.

44. The total number of motorized vehicles that is, four wheelers, two wheelers, trucks and

tractor trailers registered in each sub region, from 31st March 1996 to 2005 is presented in Table

2-6. The growth pattern of all Motor vehicles in MMR (MCGM, Rest of MMR and MMR) and MCGM

(Island city, Western suburbs, Eastern suburbs and Greater Mumbai) is presented in Figure 2-15.

Table 2-6: Growth of Motor Vehicles in MMR (On Road as on 31st March, 1996 to 2005)

Year Greater

Mumbai Thane Kalyan Pen-Raigad MMR

1996 0.73 0.26 0.08 0.06 1.14

1997 0.81 0.31 0.09 0.08 1.29

1998 0.86 0.36 0.11 0.10 1.43

1999 0.92 0.40 0.12 0.11 1.55

2000 0.97 0.45 0.14 0.12 1.69

2001 1.03 0.51 0.16 0.14 1.84

2002 1.07 0.58 0.17 0.16 1.98

2003 1.12 0.65 0.19 0.18 2.14

2004 1.20 0.76 0.21 0.20 2.37

2005 1.29 0.85 0.23 0.23 2.60

Source: Transport Commissioner's Office, Government of Maharashtra


2-11

0

500,000

1,000,000

1,500,000

2,000,000

2,500,000

3,000,000

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

Year

Veh

. P

op

ula

tio

n

Greater Mumbai Rest of the Region MMR

Figure 2-15: Growth of Total Motor Vehicles in MMR

45. The number of registered Two Wheelers, Cars and their total (private vehicles) as on 31st

March 1996 up to the year 2005 is presented in Table 2-7, Table 2-8 and Table 2-9 respectively.

46. The growth trend of private vehicles in MMR (MCGM, Rest of MMR and MMR) is presented

in Figure 2-16.

Table 2-7: Growth of Two Wheelers in MMR

Year Greater Mumbai Thane Kalyan Pen-Raighad MMR

1996 0.30 0.13 0.05 0.04 0.52

1997 0.33 0.15 0.06 0.04 0.58

1998 0.35 0.17 0.07 0.05 0.65

1999 0.38 0.19 0.08 0.06 0.71

2000 0.41 0.21 0.09 0.07 0.78

2001 0.44 0.24 0.10 0.08 0.87

2002 0.48 0.27 0.11 0.09 0.95

2003 0.53 0.31 0.13 0.10 1.07

2004 0.58 0.36 0.14 0.11 1.20

2005 0.65 0.40 0.16 0.13 1.34


Table 2-8: Growth of Cars in MMR


1996 0.26 0.04 0.00 0.01 0.32

1997 0.29 0.06 0.01 0.02 0.37

1998 0.31 0.07 0.01 0.02 0.41

1999 0.32 0.08 0.01 0.02 0.43

2000 0.33 0.10 0.01 0.02 0.46

2001 0.34 0.12 0.01 0.03 0.51

2002 0.35 0.14 0.02 0.03 0.54

2003 0.37 0.16 0.02 0.03 0.58

2004 0.38 0.20 0.02 0.04 0.64

2005 0.41 0.22 0.02 0.04 0.69


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2-12

Table 2-9: Growth of Private Vehicles (Cars & Two Wheelers) in MMR


1996 0.56 0.17 0.06 0.05 0.84

1997 0.62 0.20 0.07 0.06 0.95

1998 0.66 0.24 0.08 0.07 1.06

1999 0.70 0.27 0.09 0.08 1.14

2000 0.74 0.31 0.11 0.09 1.25

2001 0.79 0.37 0.12 0.11 1.37

2002 0.83 0.42 0.13 0.12 1.49

2003 0.89 0.48 0.14 0.13 1.65

2004 0.97 0.55 0.16 0.15 1.84

2005 1.06 0.62 0.18 0.17 2.03

0

500,000

1,000,000

1,500,000

2,000,000

2,500,000

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

Year

Veh

. P

op

ula

tio

n

Greater Mumbai Rest of the Region MMR

Figure 2-16: Growth of Private Vehicles in MMR

47. Compound Annual Growth Rate (CAGR) calculated for the period 1996-2005 are presented

in Table 2-10.

Table 2-10: Annual Growth of Private Vehicles (Cars & Two Wheelers) in MMR, 1996-2005

Mode Greater

Mumbai Thane Kalyan PR MMR

Total Motor Vehicles 6.5 14.1 12.5 15.2 9.7

Two Wheelers 8.8 13.7 13.3 14.8 11.1

Cars 5.1 20.0 17.9 16.4 9.0

Private Vehicles 7.2 15.6 13.7 15.2 10.3

Note: PR: Pen-Raigad

48. The following inferences have been made based on analysis of the above data.

• During last 10 years period i.e. 1996-2005, total motor vehicles in MMR increased at 9.7% per annum (CAGR).

• CAGR of two wheelers and cars is 11.1% and 8.97% respectively. CAGR of two wheelers and cars together, is 10.3%. High growth of private vehicles in MMR is mainly due to highly intolerable

crowding levels in sub-urban trains, increasing income levels and easy availability of loans.

• Growth of vehicles in Thane, Kalyan and Pen-Raigad is very high compared to Greater Mumbai. The major reasons for this could be easy accessibility to public transport modes, high traffic congestion, etc. in MCGM compared to Thane, Kalyan and Pen-Raigad.


2-13

49. The proportion of cars in various regions/office wise is presented in Table 2-11 and in

Figure 2-17. The proportion of cars is observed to be higher in Greater Mumbai compared to rest of

the region of MMR (Thane, Kalyan and Pen-Raigad).

Table 2-11: Proportion of Cars in Private vehicles

Year Greater

Mumbai Thane Kalyan Pen and Raighad MMR

1996 46% 25% 8% 23% 38%

1997 47% 28% 9% 26% 39%

1998 47% 29% 10% 27% 39%

1999 46% 30% 10% 27% 38%

2000 45% 31% 12% 26% 37%

2001 44% 33% 12% 27% 37%

2002 43% 34% 12% 26% 36%

2003 41% 34% 11% 26% 35%

2004 40% 35% 11% 25% 35%

2005 39% 35% 11% 25% 34%

Average 44% 32% 11% 26% 37%

Note: PR: Pen-Raighad

0%

10%

20%

30%

40%

50%

60%

Island Western

Suburbs

Eastern

Suburbs

Greater

Mumbai

Thane Kalyan Pen-

Raighad

MMR

Name of Office/Region

Pro

po

rtio

n o

f C

ars

in

Pri

vate

Veh

icle

s

Figure 2-17: Proportion of Cars in Private Vehicles

50. Within Greater Mumbai, the proportion of car is highest in Island city and lowest in Eastern

suburbs. Over a period of time i.e. during 1996-2005, the proportion of cars in different regions of

Greater Mumbai is decreasing whereas in rest of the region, the proportion of cars is increasing.

This trend is likely to continue further. On an average, the proportion of cars in Greater Mumbai and

MMR is 44% and 37% respectively. The trends indicate that proportion of cars in Greater Mumbai

as well as in MMR may reach equilibrium over a period of time.

51. Vehicle ownership is generally expressed as number of vehicles/1000 population. Private

vehicles/ 1000 persons in different sub-regions of MMR are presented in Table 2-12.

Table 2-12: Private vehicle Population of MMR, Veh./1000 persons

Year Island Western Suburb Eastern Suburb Greater Mumbai Rest of MMR MMR

1996 80 45 31 52 47 50

1997 88 49 33 56 55 56

1998 91 53 35 59 63 60

1999 92 55 37 60 68 63

2000 95 58 38 63 75 67

2001 100 60 41 66 84 73

2002 103 63 43 68 92 77

2003 108 68 46 72 101 83

2004 113 73 48 77 113 90

2005 121 80 51 82 122 97

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52. The increase in private vehicles ownership during the period 1996 to 2005 in Greater

Mumbai is from 52 to 82 while in MMR it increased from 50 to 97. The private vehicle (cars and

two wheelers put together) ownership in rest of the region is high compared to Greater Mumbai.

This phenomenon is due to high accessibility of public transport and IPT modes in case of Greater

Mumbai and less in case of rest of region, although proportion of cars is high in Greater Mumbai.

53. Private vehicle growth for the horizon period is estimated using the “Vehicle Availability

Models”. Forecast of private vehicles in the study area are presented in Table 2-13. It can be seen

that, high growth of private vehicle is expected from rest of MMR i.e. in Thane, Kalyan and Pen-

Raigad areas compared to Greater Mumbai. In absolute terms, the private vehicle population of 2

million vehicles in the year 2005 is estimated to grow by 9 million by the year 2031, an estimated

increase of approximately 4.5 times.

Table 2-13: Forecasted Growth of Private Vehicle Population of MMR, Veh./1000 persons

Year Greater Mumbai Rest of MMR MMR

2006 95 134 110

2011 112 180 139

2016 132 228 171

2021 153 270 204

2026 175 304 236

2031 197 329 266

54. The high growth of private vehicle ownership may not directly indicate the use of private

vehicles for performing trips. People generally use private vehicles as access/ egress mode to the

main mode (like sub-urban station) and for weekend trips (social purpose) rather than for regular

use.

2.11 PORTS

55. MMR is home to two out of 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

(Figure 2-18).

Mumbai Port

56. Mumbai Port (Figure 2-19) is oldest but, being in the midst of a thriving metropolis, suffers

from serious evacuation problems. A dedicated container terminal is being planned but the

progress has been very slow. Most of the evacuation happens by road (trucks) in spite of port

having large infrastructure of railways of its own. While road is generally accepted as an inefficient

type of evacuation mode, specially for bulk or break bulk cargo, Mumbai Port 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.

57. It is a niche port for certain specialized type of cargo (such a motor vehicles and oversized

project cargo). Also, in addition to Alang in Gujarat, Mumbai Port is the second place in India for

ship breaking.2

2 Ship breaking is a highly toxic and unsafe operation. There have been several reports by ILO and Green-Peace

on the environmental and safety aspects of these operations in Mumbai Port.


2-15

Figure 2-18: Ports in MMR Figure 2-19: Mumbai Port

58. During 2005-06, 32% of traffic (about 14 Mt) was non POL Bulk. Top four commodities

among these were Iron & Steel (likely to be output of Ship Breaking), Fertilizers/ Fertilizer related

raw material (mainly due to Rashtriya Fertilisers), Food Grain and Edible Oil. Small quantities of Oil

Cake and Sugar are also exported but it has been decreasing over the years. Thus, overall, except

POL, no single commodity is very important in terms of utility of the port.

59. In parallel, plans are also underway to make way for commercial exploitation of large real

estate. This release will lead to additional space for business and employment, which will have its

own transportation requirements. At the same time, in the near future, the port operations are

unlikely to completely cease or dwindle to very low levels. While not a long term solution,

expediting the planned dedicated rail and road link from Wadala to Kurla/ Chembur and beyond will

greatly help to contain the delays occurring due to inter-mixing of port related and city traffic.

JN Port

60. JN port, (Figure 2-20) is the biggest container port of the country. It has three dedicated

container terminals. Since its commissioning, these terminals have grown at a fast pace. World

class port side facilities along with good rail and road accessibilities 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. Upto 2003-04, JNPT’s growth was always above 20% per annum. Severe crunch of

evacuation infrastructure (both rail and road) in 2004-05 halted JNPT’s growth and brought to the

fore the crises which was slowly developing. This year (2005), all the terminals together are again

on double digit growth with the overall growth standing at more than 12% over last year. Of late,

the port has been experiencing congestion leading to delays. Connectivity has been one of the

issues highlighted for these delays. CTS is expected to dwell on this and provide adequate

connectivity proposals as part of the plan to be evolved.

61. In year 2002, a 50 year concession agreement was awarded to develop an additional

private port on PPP basis for handling container traffic. Known as Rewas Port, last year, its

ownership changed hands. Now, being part of a larger setup, and because of expected synergies

with operations of SEZ to be developed by the same business group, the project has much higher

level of interest. It is expected to be as big a port as JN Port.

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Figure 2-20: JN Port Figure 2-21: Growth of Traffic at JN Port

2.12 AIRPORT

62. Region is host to the busiest airport of India which handles more than 400 flights, 36000

passengers and 900 Mt of cargo every day. Agency which manages this airport specifies 15.5

million passengers per annum as the ultimate capacity of total system (10 million on domestic

sectors and 5.5 million on international sector). Last year (2005-06), Mumbai air ports handled 18

million passengers.

63. Air traffic has been rapidly increasing in last five years but year-on-year growth rate has

been varying. As a part of the survey and study conducted in the project, it was estimated that the

region will need to handle 21 million international and 54 million domestic passengers by the year

2025 (Figure 2-24). Thus, there is a need for augmenting the airport capacity, either by expanding

existing airport capacity or by planning a second airport in the region.

Figure 2-22: Slums around Existing Airport Figure 2-23: Desire Pattern of Air Travelers


2-17

Figure 2-24: Project Growth of Air Traffic

2.13 INTERCITY RAIL TERMINALS

64. Mumbai city houses the headquarters of both Central and Western Railways, which handle

a major share of the inter-regional/city rail passenger traffic in India. Mumbai city has the history of

“First passenger railway line from "Boree Bunder" (now Chhatrapati Shivaji Terminus) and

“Tannah” (now Thane) in 1853 covering a distance of 34 km (21 miles), formally heralding the birth

of railways in India. The railway line was extended from Thane to Kalyan (20 km) after about a

year. From Kalyan, the railway line branched into two directions, viz. the North Eastern line leading

towards Igatpuri and Bhusaval and the South Eastern line towards Pune and Sholapur.

65. Western Railway in its present form came into existence on 5th November, 1951 by the

merger of its forerunner, the erstwhile Bombay, Baroda and Central India Railway (BB&CI), with

other State Railways viz, Saurashtra, Rajputana and Jaipur. The BB&CI Railway was itself

inaugurated in 1855, starting with the construction of a 29 mile broad gauge track from Ankleshwar

to Utran in Gujarat state on the West Coast. In 1864, the railway was extended up to Mumbai.

66. The inter city rail passenger demand in MMR has been met by Western Railway and

Central Railway which are busiest and largest railway networks among 16 zones of Indian

Railways. Western Railway serves the entire state of Gujarat, the eastern portion of Rajasthan,

some portions of western Madhya Pradesh and also some places of coastal Maharashtra. It also

operates the Western line of the Mumbai suburban railway system which extends from Churchgate

to Dahanu Road. On the other hand Central Railway which has its headquarters at Chhatrapati

Shivaji Terminus (formerly Victoria Terminus) covers a large part of the state of Maharashtra as

well as parts of north-east Karnataka and southern Madhya Pradesh.

67. The total number of originating and destined rail passenger trips to and from MMR per

annum (all classes) for the year 2005 was 93.6 million (58.4 million by Central Railway and 35.2

million by Western Railway). The estimated annual total number of passenger trips by 2031 is

approximately 165.2 million (101.3 million by Central Railway and 63.9 million by Western Railway).

To meet the future demand expansion of existing terminals and new rail terminals are needed.

2.14 INTERCITY BUS TERMINALS

68. Intercity bus terminal locations in MMR are mostly located near the Suburban Railway

Stations to have convenient and fast access/ egress by suburban trains. Analysis of passenger

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surveys carried out at 12 major inter-city bus terminals in MMR indicate that, the passengers are

travelling longer distances to reach bus terminals, especially outside MCGM. Bus services operated

from these terminals are approximately 7,200/day and number of passengers served is

approximately 250,000 per day (2005 statistics). The estimated number of services for a population

of about 34 million by 2031 is 12,200 buses and the estimated number of passengers to be served

on average would be about 426,000. Additional bus terminals are necessary to meet the travel

demand upto 2031.

2.15 GOODS/TRUCK TERMINALS

69. Goods transport movement in the study area is important as two major ports of the country

are located in MMR and the region is well connected by rail and road with rest of India. Moreover,

MMR accommodates number of industrial growth centres which generate substantial goods traffic

movement.

70. The inter regional/city movements of goods traffic of MMR is characterized by bulk

shipment whereas intra city movement is of smaller shipments.

71. Due to the specific characteristics and functioning of goods traffic, the location of goods’

activities generally remains unaltered. In fact this leads to traffic congestion within the urban areas.

In addition to this, increase in urban area over a period of time demands more quantity of

commodities.

72. As part of , Goods terminal surveys carried out are primarily to assess the

additional terminal requirements for the horizon year. In addition to terminal operations, the

information on terminals has also been collected during the survey. Approximately 44 major truck

terminals have been identified in MMR based on secondary information. Primary surveys (including

volume counts and OD surveys at Outer Cordon locations and Sub-regional cordon locations) are

also conducted. On sample basis, about 25 truck terminals have been selected representing

various functional categories for survey purpose. Findings from the analysis are briefly presented

below:

• MMR contains major settlements like Greater Mumbai, Navi Mumbai, Kalyan-Dombivali, Bhiwandi, Vasai-Virar, Gorai-Manori, etc. Major goods traffic generators, Mumbai Port is located in MCGM and Jawaharlal Nehru Port is located in Navi Mumbai. Number of railway yards are located at strategic locations in the study area (Reay Road, Wadi Bunder, Goregaon, Dahanu, Mulund, Kalyan and Turbhe) for loading and unloading of goods originating from/destined to the study area by rail for further transhipment / distribution by road. In addition, truck terminals, major truck parking areas and oil depots are located at strategic locations in MMR for convenience of road based goods vehicle movement. Truck parking on major arterials, highways, etc. is observed and it indicates that the demand for truck terminals is very high.

• City and Industrial Development Corporation (CIDCO) is planning Navi Mumbai Special Economic Zone (NMSEZ) and Maha Mumbai Special Economic Zone (MMSEZ). Other SEZs are also under contemplation. All these major nodes are likely to generate substantial goods movement and therefore planning for additional truck terminals in MMR is going to be vital and is urgently required.

• For estimation of horizon year goods movement, growth rates have been established based on past growth trends, Elasticity Method (using NDDP growth rate of districts in MMR) and Fratar Method (using NSDP of the influencing states and NDDP growth rate of districts in MMR).

• The annual growth rate of goods vehicle traffic assessed from past growth trends, elasticity method and Frator method are 7.4%, 5.9% and 5.7% respectively. The growth rate estimates from elasticity method and Frator method yield similar growth rates that are more likely to happen.

• Annual growth rate of 5.7% has been adopted for forecasting of external goods movement of MMR. The inflow of goods tonnage in MMR is expected to increase from 100,000 tonnes (in 2005) to 440,000 tonnes by 2031.

73. Truck terminal area requirement for 2005 and Horizon Year (2031) are 350 Ha and 1,450

Ha respectively. To satisfy the demand, immediate and long term improvements are required to be

proposed. The immediate improvement mainly consists of improving the access roads to the

terminal areas, creation of adequate basic infrastructure in the terminal areas, etc.

3-1

3. GOALS & OBJECTIVES OF

3.1 BACKGROUND

1. The goals and objectives of have evolved during the course of the study.

The initial reference point, however, was the 1996 Regional Plan.

2. The overall goal of the regional plan is to promote and sustain growth with social justice in a

resource efficient manner. This goal was further translated into the following objectives:

• to facilitate and promote economic growth of the Region;

• to improve the quality of life particularly of the poor and deprived;

• to minimise adverse environmental impacts that may occur in the process of economic growth ;

• to improve the efficiency of existing methods of resource mobilization;

• adopt innovative methods of resource mobilisation and facilitate, attract and guide private

investment in desired directions ; and

• promote effective citizen participation in the process of development through decentralisation of

institutions.

3. During the course of the study two other key

goals for development of Mumbai Region were

identified:

• to consider and evaluate significantly different

strategies in the long term for development of the

Mumbai region ; and

• to support the goal of transforming Mumbai into a

world class city with a vibrant economy and a globally

comparable quality of life.

3.2 POLICIES AND OBJECTIVES

4. During the course of the study, the Technical

Advisory Committee (TAC) comprising the officers from

concerned ULBs, other stakeholders and the consulting

team, and also the World Bank team raised many

issues and made several suggestions related to the

goals, policies and objectives of the comprehensive

transportation plan.

5. We believed it pertinent to highlight and

consider some of the outstanding questions and issues

that provide context to the development and evaluation

of longer term transportation strategies.

i. The strategies must be visionary as well as practical. The MMR is a complex and evolving urban

area in a country undergoing profound economic and social change. The strategies and related

plans must embody transportation solutions, priorities and investments which cater to more than one

potential long term future.

ii. The strategies must ensure the maintenance of the existing transportation services and promote

positive change to overcome critical capacity deficiencies to support economic growth and urban

expansion.

Figure 3-1: Mumbai Island: An aerial view

Figure 3-2: P D’Mello Road

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3-2

iii. The strategies must be economically viable

but from a broad perspective. The benefits of

good transportation extend far beyond

traditional indicators such as reduced travel

time and cost. Among other factors, good

transportation can promote increased job

opportunities and reduced housing costs by

increasing accessibility to greater variety of

housing and employment choices.

iv. The plan must be supportive of a “healthy

MMR” but must recognize the increasing

public demands for greater mobility and

freedom of choice of travel mode. Any

consideration of constraining private transport

mobility carries the obligation of providing a

reasonably comparable alternative public

transport mode.

v. The strategies should ensure that high quality

transport consisting of urban freeways and

different types of transit systems, that

predominately serves middle/ higher income

segments of the community, are user funded

and implemented at no or little financial or

social risk to the public at large or the poor.

vi. Strategies and plans must improve public

safety which may require constraints on the

freedom of movement or greater user

protection, discipline and enforcement.

vii. Immediate attention and allocation resources

needed should be given to pedestrian travel

and safety. It is the largest and most

sustainable form of urban travel but suffers

from severe degradation and neglect. It has

been given very low priority from a level of

service and safety standpoint.

viii. Investments should be programmed to secure

improvements to the ‘public realm’ compatible

with qualities that we expect in our private

spaces.

ix. The strategies should promote the premise

that transportation infrastructure capital needs

to meet growth demands, should be

substantially paid for by growth, i.e.

Development Charges

x. The strategies should promote the

mobilization of financial resources from a wide

spectrum of other urban activities that benefit

from an improved or well maintained transport

infrastructure.

xi. The strategies and implementation plans must

be a MMR driven solution. However lessons

learned from other major competing cities can

provide an insight and guidance on what can

Figure 3-3: Fort

Figure 3-4: Dadar

Figure 3-5: Mahalakshmi

Figure 3-6: Shanghai - Urban Form


3-3

be accomplished or what is needed to sustain an environmentally, economically and socially

successful city in a global context.

6. Along with the above issues and objectives, there are questions which needed appropriate

consideration in order to evolve a completely equitable and rational transportation future which is

blue-printed such as:

i. With the current severe traffic congestion in

Greater Mumbai, is the continued growth of

cars, motorcycles, scooters, rickshaws and taxis

inevitable or in fact sustainable from a quality of

urban life and environmental standpoint?

ii. Should combined policies of constrained private

transport use and improved public transport be

considered in the densely developed parts of

the MMR ?

iii. Are the existing institutional arrangements in the

MMR properly structured for a metropolis of 34

million. Is there the institutional capacity to raise

and manage the implementation funding programs envisaged in the and to

undertake such a major infrastructure expansion program in an efficient and timely manner ?

iv. Are the proposals for the economic and transport developments described in this document too

fiscally and socially ambitious?

v. Can or should, transportation investment implementation strategies, take a lead role in formulating

the future urban structure of the MMR?

vi. Should consideration be given to the early implementation of transport projects with the specific

objective to release the logjam of constrained availability of developable land to make the Region a

more affordable place to live and work?

vii. What are the policies that affect the realization of proposed land use, transport integration and

ensure sustainable development ?

7. Addressing the above, the plan formulation work is undertaken.

Figure 3-7: Bandra West

Government & Nonprofit

Comprehensive Transportation Study