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3 STUDY AREA APPRECIATION AND REVIEW OF

PAST AND ONGOING STUDIES

MCGM being the major municipal corporations of MMR and its strategic location in MMR has got lot of

prominence in overall economic development of MMR. In the past, MCGM, MMRDA, MSRDC, MRVC, etc. strived

in providing equitable infrastructure facilities in Greater Mumbai. As part of the present study, review of past

studies and site reconnaissance visits have been carried out to familiarize with the study area and update the

traffic & transportation database available with the Consultants. Project area appreciation and brief description

of review on past studies are presented in this chapter.

3.1 STUDY AREA APPRECIATION

Greater Mumbai is major sub-region/ Municipal Corporation in Mumbai Metropolitan Region (MMR) with a

population of about 12.44 million as per 2011 census. Mumbai, extending from Colaba in the south, to Mulund

and Dahisar in the north, and Mankhurd in the east, is administered by the Municipal Corporation of Greater

Mumbai (MCGM). The MCGM is in charge of the civic and infrastructure needs of the metropolis.

Mumbai is India’s leading port and commercial centre. Mumbai is India's largest city (by population) and is the

financial and commercial capital of the country as it generates 6.16% of the total GDP. It serves as an economic

hub of India, contributing 10% of factory employment, 25% of industrial output, 33% of income tax collections,

60% of customs duty collections, 20% of central excise tax collections, 40% of India's foreign trade and 4000

crore (US$610 million) in corporate taxes. Along with the rest of India, Mumbai has witnessed an economic

boom since the liberalisation of 1991, the finance boom in the mid-nineties and the IT, export, services and

outsourcing boom in 2000’s.

The shortage of developable land on the Island city had caused growth in population and employment in

suburbs. However, development of mill lands, redevelopment schemes of cessed buildings, operation of Worli-

Bandra sea link, etc. resulted in development even in Island city. A sub-urban service provided by Western and

Central Railway is the main mode of transport in Greater Mumbai as well as overall MMR. The second major

mode is Bus (services provided by BEST in Greater Mumbai). The capacity enhancements by Western and

Central Railways, BEST and other road based bus operating organisations to/ from Greater Mumbai and rest of

MMR (TMT, NMMT, KDMT, MBMT, MSRTC, etc.) over a period of time could not match the pace of demand.

This has resulted in private vehicle and IPT usage in Greater Mumbai as well as overall MMR. This resulted in

increasing traffic congestion in most parts of Greater Mumbai.

M/s LEA Associates South Asia Pvt. Ltd. have carried out a traffic & transportation surveys/ studies covering the

entire Mumbai Metropolitan Region under “Comprehensive Transportation Study for MMR” undertaken by

MMRDA and the Consultants are familiar with the road network conditions in the study area. However, as part

of the present study, Consultant’s teams of experts have carried out reconnaissance of the existing and

proposed road network for improvement schemes with following objectives:

a) To understand the existing condition of road network in terms of road width and capacity, encroachments,

bottlenecks, adjoining land use, traffic condition, importance of various links in the network;

Final Report Comprehensive Mobility (CMP) for

Greater Mumbai

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b) To study the missing links identified in the network;

c) To study the feasibility for improving and up gradating the network;

d) Assessing the extent of primary traffic surveys to be carried out; and

e) Updating the available road network details of the study area for travel demand modelling and forecast.

The observations made during the site reconnaissance surveys are briefly described in the following sections.

3.1.1 Study Area and Zoning System

The study area considered for the present study is Greater Mumbai (Ref. Figure 3-1). Greater Mumbai has been

divided into 2 district boundaries (Island City and Suburbs), 3 zones (Island City, Western Suburbs and Eastern

Suburbs), 24 administrative ward boundaries (Ward map of Greater Mumbai is shown in Figure 3-1), 88 census

Sections for various planning purposes. The constituents of the wards are as follows:

1. Island City (9 wards): Ward A, B, C, D, E, F/N, F/S, G/N and G/S

2. Western Suburbs (9 wards): H/E, H/W, K/E, K/W, P/N, P/S, R/C,R/N and R/S

3. Eastern Suburbs (6 wards): L, M/E, M/W, N, S and T

In CTS for MMR study (2005-08), the Greater Mumbai has been divided in to 577 Traffic Analysis Zones (TAZs)

for assessment of travel demand and transport network analysis (Island City: 232, Western Suburbs: 228 and

Eastern Suburbs: 117). TAZ system-Greater Mumbai is shown in Figure 3-2.

Figure 3-1: Study Area – Greater Mumbai


Greater Mumbai

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Figure 3-2: TAZ System – Greater Mumbai

3.1.2 Existing Transport Network

Greater Mumbai being mother city of MMR, dominates all movement systems in MMR. CTS for MMR study

reveals that, every day on an average around 0.45 million people come into Greater Mumbai and equal people

move out of Greater Mumbai (Year 2006) by road based modes. Transport linkages of Greater Mumbai with

rest of MMR have a major role in retaining the primacy of Greater Mumbai. In the past, several studies have

been carried out to enhance these linkages and some of them are implemented and some are under

construction. With increasing urbanisation in rest of MMR and with Greater Mumbai still being the most

important centre for employment opportunities, facilities, and residential functions, enhancement of the inter

linkages between Greater Mumbai and rest of MMR are vital for the future. Road and Suburban rail are the

major existing networks that structure the Greater Mumbai and extend to rest of MMR and beyond.

3.1.3 Existing Road Network

Mumbai Metropolitan Region (MMR) is served by National Highway 3, National Highway 4, National Highway 8,

National Highway 17and National Highway 222 of India's National Highways system. The Mumbai-Pune

Expressway was the first expressway built in India, while the Mumbai Nashik Expressway, Mumbai-Vadodara

Expressway, Western Freeway and Eastern Freeway are under construction/ active implementation.

Greater Mumbai is connected to rest of MMR by six major roads i.e. Gorai-Uttan Road, Western Express

Highway, LBS Marg, Eastern Express Highway, Airoli Bridge, Vashi Creek bridge on Sion-Panvel Highway. The


Greater Mumbai

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Worli-Bandra Sea Link bridge, along with Mahim Causeway,Bandra-Sion Link Road, LBS Marg, Wadala Truck

Terminal Road, Eastern Express Highway, Eastern Freeway, etc. links the Island City to the suburbs. The four

major road arteries of the Greater Mumbai are the Eastern Express Highway from Sion to Thane, the Sion

Panvel Expressway from Sion toPanvel, Eastern Freeway connecting Mankhurd to PD’ Mello Road and the

Western Express Highway fromBandra to Borivali. These are considered as backbones of the MMR’s road

transport system. In general there is insufficient east-west cross road links in Greater Mumbai. Street network

in Greater Mumbai are largely narrow in their RoW and their capacity is seriously reduced by lack of appropriate

management and traffic and parking.

The main arterial roads/ sub-arterial roads in Island City are Western Corridor (Netaji Subhash Marg, Peddar

Road, Anne Besant Road), Central Corridor (BabasahebAmbedkar Road, SenapatiBapat Marg and Maulana Azad

Marg) and eastern Corridor (PD’ Mello Road and Rafi Ahmed Kidwai Marg). The main arterial roads/ sub-arterial

roads in Suburbs are S V Road, Linking Road, New Link Road (Western Relief Road) and LBS Marg. Major east-

west connecting roads in Suburbs are JogeshwariVikhroli Link Road (JVLR), Andheri-Ghatkopar Link Road (AGLR),

Santacruz Chembur Link Road (SCLR) and Sion-Mahim Link Road.

Mumbai has approximately 2,000 km of roads (about 525 km in Island city, 950 km in western suburbs and

about 525 km in Eastern suburbs). Road network of Greater Mumbai is shown in Figure 3-3. Roads constitute

8.16% of the total area of Greater Mumbai and 14% of the developed areas in Greater Mumbai as per the ELU

2012 carried out by DP Consultants. In the Island City roads constitute 16% of the developed area as compared

to 13% in Suburbs. Street networks in most parts of the Greater Mumbai are old, narrow and their capacity is

reduced considerably due to encroachments, on-street parking, pedestrian walking on the carriageway due to

inadequate footpaths, and hawkers. Suburban station areas, inter-city rail terminal areas, inter-city bus terminal

areas throughout the study area are typically congested. The demands from various users exceed the available

supply. Located in close proximity to commercial areas and markets, and surrounded by informal markets; they

experience increasing number of vehicles and pedestrians, all competing for limited available road space. The

suburban railway station areas in Greater Mumbai are well served by bus services and with increasing

population pressure they usually experience bad traffic snarls during peak periods. Bazar areas in the Island City

experience conflicts due to their narrow streets, Bazar activity and high pedestrian movements. Gaothans and

Koliwadas face similar issues out of narrow pedestrian road networks.

Within Greater Mumbai, Auto rickshaws are allowed to operate only in the suburban areas, while taxis are

allowed to operate throughout Mumbai, but generally operate in South Mumbai. Taxis and rickshaws in Greater

Mumbai are required by law to run on compressed natural gas (CNG), and are a convenient, economical, and

easily available means of transport. A comprehensive transport study conducted shows that between 1991 and

2005, cars have increased by 137%, two wheelers by 306%, autos by 420%, and taxis by 125% in Greater

Mumbai. Between 2005 and 2015, cars have increased by 100%, two wheelers by 124%, autos by 23%, and taxis

by 14% in Greater Mumbai.

http://en.wikipedia.org/wiki/Bandra-Worli_Sea_Link

http://en.wikipedia.org/wiki/Mahim_Causeway

http://en.wikipedia.org/wiki/Eastern_Express_Highway

http://en.wikipedia.org/wiki/Sion,_Mumbai

http://en.wikipedia.org/wiki/South_Mumbai

http://en.wikipedia.org/wiki/Compressed_natural_gas


Greater Mumbai

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Figure 3-3: Road Network in Greater Mumbai


Greater Mumbai

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3.1.4 Existing Suburban Rail Network and Operations

Mumbai suburban railway is a mass transit system carrying more than 7.81 million passenger trips daily (Central

Railway: 4.06 million and Western Railway 3.75 million as per 2011-12 statistics) and it is considered as the

lifeline of MMR. As per 2012-13, numbers of passenger trips carried are 7.34 million per day (Central Railway:

3.50 million and Western Railway 3.84 million). These figures indicate a reduction of about 6% in suburban

ridership. Reduction in ridership on Central Railway might be due to the diversion to private vehicles (Easter

Freeway and Sion Panvel Expressway widening).

Cost of travel by suburban rail is highly subsidised and reliable; therefore, it serves the highest modal share with

78.1%.Mode split in MMR observed in 2005-06 is shown in Figure 3-4. As per the validated travel demand for

the 2014, the mode split by suburban train is 43.5% (considering the internal-internal, internal-external and

external to internal). The Mumbai suburban railway is very old, in fact as old as the very first railway systems

developed by the British. In India, when the East India Company transferred power to the Queen in 1850s, the

first passenger train ran on Indian tracks between Victoria Terminus and Thane.

Mumbai region is served by two of India’s zonal railways, the Western Railway (WR) and the Central Railway

(CR). The Western line runs northwards from Churchgate terminus station in Island City which is exclusive to

serve sub-urban passenger parallel to the west coast. The Central Railway runs from CST, Mumbai

(ChhatrapatiShivaji Terminus) station situated very close to Churchgate in Island City and serves large part of

central to the east of Mumbai. Central Railway also has a harbour line which now basically serves Navi Mumbai.

It also helps passengers originating at CST to go to west coast. Within the Mumbai region both railways carry a

combination of sub-urban, long distance and freight traffic.

Figure 3-4: Where and How People Travel in MMR: 2005-06


Greater Mumbai

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Western Railway (WR) sub-urban operation extends from Churchgate to Dahanu Road, 124 km to the north

from Churchgate. However, suburban trains only run from Churchgate to Virar as Track Center between Virar

and Dahanu Road is not suitable for Suburban trains. Between Churchgate and Virar (60 km) there are two pairs

of lines for long distance and local trains. A fifth line also exists between Mumbai Central and Borivali. Recently,

a sixth line (single track) is being constructed between Borivali and Mumbai Central (30 km). Beyond Virar till

Dahanu Road (64 km) there is only a double track line being used both by long distance and sub-urban trains. In

all, WR sub-urban has 36 sub-urban/long distance stations/terminus. On Western Railway long distance

passenger trains terminate at Mumbai Central, or at the new Bandra terminal. In each case, separate long

distance platform and other facilities are provided. Within Mumbai region few long distance trains do stop at

Dadar, Andheri, Borivali, Vasai Road and Virar. In general, a pair of lines is reserved for slow sub-urban services

which stop at all stations. The through lines are used by both long distance and fast sub-urban trains.

Central Railway (CR) sub-urban services extend from Mumbai CST station as far as Kasara (136 km) and Khopoli

(115 km) on north-east and south-east respectively which have common corridor till Kalyan. Between Mumbai

CST and Kalyan (54 km) there are two pairs of lines for long distance and local trains and one pair of additional

line between Mumbai CST and Andheri as Harbour line. This line splits and flies over line going via RavliJn and

near Kurla to Vashi. There is a pair of line (double track) between Thane and Vashi (Central Railway) via Ghansoli

with 5 stations (Airoli, Rabale, Ghansoli, Koparkairane and Turbhe) in between for sub-urban passenger traffic.

The Harbour Line sub-urban services extends from Mumbai CST/ Masjid station as far as Panvel (46 km) via

Mankhurd Thane Creek and Vashi on a pair of line (double track) along the east side of Mumbai island.

In addition to the lines radiating from Mumbai lines is also a pair of track connection between Vasai Road on the

Western Railway main line and Diva/Dombivali on the Central Railway main line. This allows long distance

north-south trains to bypass Mumbai. The branch between Diva and Panvel ultimately provides link to the

Konkan Railway which runs southwards to Goa and Mangalore.

Suburban Rail Network in Greater Mumbai is shown in Figure 3-5. On Western line, there are 22 suburban

stations including the common stations (Churchgate, Marine Lines, Charni Road, Grant Road, Mumbai Central,

Mahalaxmi, Lower Parel, Elphinstone, Dadar, Matunga Road, Mahim Jn., Bandra, Khar Road, Santacruz, Vile

Parle, Andheri, Jogeshwari, Goregaon, Malad, Kandivali, Borivali and Dahisar), on Central line there are 18

suburban stations including the common stations (Mumbai CST, Masjid, Sandhurst Road, Byculla, Chinchpokli,

Curry Road, Parel, Dadar, Matunga, Sion, Kurla, Vidyavihar, Ghatkopar, Vikhroli, Kanjurmarg, Bhandup, Nahur

and Mulund) and on Harbour Line there are 23 suburban stations including the common stations (Mumbai CST,

Masjid, Sandhurst Road, Dockyard Road, Reay Road, Cotton Green, Sewri, Vadala Road, GTB Nagar, Chuna

Bhatti, Kurla, Tilak Nagar, Chembur, Govandi, Mankhurd, Kings Circle, Mahim Junction, Bandra, Khar, Vile Parle,

Andheri).


Greater Mumbai

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Figure 3-5: Suburban Rail Network in Greater Mumbai


Greater Mumbai

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On the existing railway network within MMR, there are some rail sections on which in addition to long distance

trains, shuttle service (less frequency) and/or local passenger train services are being provided by the Indian

Railway. These services do cater to passenger trips originating and destining within MMR but is insignificant

proportion out of the total passenger trips catered by sub-urban rail operation within MMR. The rail sections on

which shuttle service or local passenger trains are:

Virar – Dahanu Road (7 stations in between): 36 MEMU/Passenger train trips/day

Vasai Road –– Diva – Panvel (14 stations): 20 DMU/MEMU/Passenger services daily

The Western Railway operates 1,106 public sub-urban services (up and down) per weekday over 60 km route

between Churchgate and Virar including 6 train trips between Mumbai CST and Borivali. This requires 21 nine

car rakes, 55 twelve car rakes and 1, 15-car rake to be in service (as on 14/11/2010).

The Central Railway operates 1,559 public sub-urban service (up and down) per weekday over 280 km route

between Mumbai CST on south, Kasara on north-east, Khopoli on south-east, Panvel via Mankhurd, Andheri on

WR and between Thane and Vashi via Ghansoli. This requires 55 nine car rakes and 61 twelve car rakes to be in

service (as on 14/11/2010).

Mumbai Railway Vikas Corporation Ltd (MRVC), a public sector undertaking under Ministry of Railways has

identified and executed a number of suburban rail improvement projects for enhancing suburban rail

transportation capacity thereby reducing the crowding and meeting future passenger/ commuter traffic

requirements. These works have been planned under Mumbai Urban Transport Projects (MUTP) and are being

implemented in two phases. Some of the projects and its immediate benefits to passengers are as follows:

Additional Track Kms being added Phase – I -93 Kms, Phase – II-88 Kms

Introduction of new trains and conversion from 9 Car to 12 Car after arrival of new technology rakes from July 2007.

Railway Additional 12/15-car

services Additional 9-car services Total

Conversion of 9-car services to 12-car

Western Railway 134 1 135 148

Central Railway 53 216 269 454

Total 187 217 404 602

A total of 12, 15 Coach EMU suburban trains have been introduced on Western Railway between Virar and Dadar.

Increase in Sub-urban Services and Rakes during 2004 to 2010

YEAR

WR CR HB

TOTAL Subn. 9-Car 12/15-Car Total 9-Car 12-Car Total 9-Car TNA- VSH

Total

2004

504 409 913 500 218 718 462 12 474 2105

33 31 64 46 21 67 26 1 27 158

2005

498 409 907 499 218 718 462 22 484 2109

33 31 64 46 21 67 26 1 27 158

2006

488 435 923 499 227 726 462 22 484 2133

31 35 66 46 22 68 27 1 28 162

2007

472 477 949 501 229 730 469 58 527 2206

31 35 66 46 22 68 29 3 32 166

2008

439 590 1029 393 351 744 518 88 606 2379

29 41 70 34 35 69 29 4 33 172

2009

373 733 1106 184 572 756 548 164 712 2574

25 49 74 21 49 70 33 8 41 185

2010

(till Nov)

290 810 1100 114 671 785 566 208 774 2659

20 56 76 11 61 72 34 10 44 192

Note: The upper row is the number of services and lower row number of rakes used to make this services.


Greater Mumbai

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Commuters from various parts of MMR travel long distances by train to Greater Mumbai for everyday activities

such as work, education, recreation and health facilities. Highest daily average passenger movement into

Greater Mumbai is along Central line, at 0.624 million whereas outgoing passenger traffic is at 0.534 million.

Movement in to Greater Mumbai from the Western line is 0.25 million and outgoing movement is 0.21 million.

The harbour line entails an inward movement of 0.45 million passengers and outgoing passenger volume stands

at 0.31 million. Rail passenger movement from Thane, Bhiwandi, Kalyan and Navi Mumbai towards Greater

Mumbai have a major contribution to commuter traffic volumes. Daily, Peak Periods and Peak Hour Passenger

Flows across Screen Lines and sub-regional cordon locations: CTS for MMR Study (2005-08) is shown in Figure

3-6.

Rail passenger movement across Island City screen line indicates that, movement of 2.02 million passengers

entering in to the Island City and 2.07 million passengers moving out of the Island City on a daily basis.

However, the stations in the central parts of Greater Mumbai, such as Dadar, Mahim, Bandra, Andheri, Kurla

and Ghatkopar face the highest concentration of passenger loadings. Most of these stations are also served by

more than one railway line. While Dadar is served by the Western and Central Railway lines, stations from

Mahim to Andheri are served by the Western and Harbour lines. Kurla is served by Central line and Harbour

line. These stations act as interchanges between Western and Central and Harbour lines and hence have major

impact on the surrounding Land uses and transport in the areas. High passenger loadings in these areas also

indicate that, there is a shift in the employment opportunities and commercial activity towards north from the

Island city to suburbs.

Figure 3-6: Daily, Peak Periods and Peak Hour Passenger Flows Across Screen Lines and Sub-regional Cordon Locations: CTS for MMR Study (2005-08)


Greater Mumbai

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3.1.5 Bus Network and Operations

In Greater Mumbai, Brihanmumbai Electric Supply and Transport Undertaking (BEST) is the largest public bus

transport service provider with a fleet strength of 4,336 and operating on 507 routes (2012-13 as on 31st

March). BEST operates services within Greater Mumbai, and to major destinations outside Greater Mumbai.

One-way passenger trips originated daily of BEST buses observed during the last 20 years is more or less

stagnant (hovering in between 40 to 45 lakhs/day). As per 2012-13 data there are a total of 3,799 buses are on

road per day and one-way passenger trips originated daily is about 38.6 lakhs (314 lakh Passenger-km/day).

Average trip length of bus passenger is about 8 km.

During last two years (2013-14 and 2014-15), the bus ridership has further gone down (Dec., 2013: 36.12

lakhs/day; Dec., 2014: 35.15 lakhs/day; Dec., 2015: 29.4 lakhs/day; Feb., 2014: 36.34 lakhs/day and Feb., 2015:

33.1 lakhs/day). AC buses used to carry about 76,000 passenger trips in 2007-09 and the numbers have dropped

to 22,000 in 2012-13 and further dropped to 8,000 in 2015. The possible reasons for decline in bus ridership is

mainly due to relatively high travel times due to traffic congestion, public using the IPT modes on share basis,

etc. CTS for MMR study projected that the importance of bus transport would face major threat due to growth

of personnel vehicles (car and two wheelers) and increase of rail based transport such as metro and monorail. If

all the proposed metro projects are implemented in MMR, the bus transport share would decline further.

However, the advantage that bus public transport offers is that it entails lesser operational cost and offers more

flexibility.

3.1.6 Intermediate Public Transport (IPT)

Intermediate Public Transport (IPT) modes i.e. Taxi and Auto in Greater Mumbai 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 Greater Mumbai, 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.

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%.IPT vehicle registration data in terms of vehicles on road as on 31st March of every year for the period

2001 to 2015 for Greater Mumbai is presented in Table 3-1.

Table 3-1: IPT Vehicles (Auto and Taxi) on Road as on 31st

March of each year: Greater Mumbai

Year IPT Vehicles (Numbers) IPT Vehicles (Share)

Auto Taxi IPT Auto Taxi IPT

2001 101,914 62,447 164,361 62% 38% 100%

2002 101,829 63,679 165,508 62% 38% 100%

2003 98,527 54,809 153,336 64% 36% 100%

2004 102,224 56,459 158,683 64% 36% 100%

2005 104,104 58,049 162,153 64% 36% 100%

2006 104,899 57,383 162,282 65% 35% 100%

2007 104,862 55,486 160,348 65% 35% 100%

2008 104,725 57,865 162,590 64% 36% 100%


Greater Mumbai

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Year IPT Vehicles (Numbers) IPT Vehicles (Share)

Auto Taxi IPT Auto Taxi IPT

2009 104,716 56,958 161,674 65% 35% 100%

2010 107,853 60,279 168,132 64% 36% 100%

2011 108,715 50,914 159,629 68% 32% 100%

2012 109,495 54,148 163,643 67% 33% 100%

2013 111,591 57,095 168,686 66% 34% 100%

2014 109,170 57,798 166,968 65% 35% 100%

2015 128,120 66,130 194,250 66% 34% 100%

It can be inferred that, growth of IPT numbers is almost stagnant in Greater Mumbai during 2001 to 2014 (1.62

lakhs), due to growth of personal vehicles. However, there is increase in Auto and Taxis in 2015 (1.94 lakhs). The

share of Autos is increasing due to positive growth trend of autos and negative growth trend of taxis. It is

assessed that while the share of IPT modal split is expected to reduce due to availability of metro and monorail

services and increase of personalised vehicles, the actual number of trips by IPT is expected to increase in the

future in Greater Mumbai.

3.1.7 Private Vehicle (Car and Two wheelers) Growth

Private vehicle registration data in terms of vehicles on road as on 31st March of every year for the period 2001

to 2015 for Greater Mumbai is presented inTable 3-2. It can be inferred that, Two wheelers have grown at

8.88% CAGR, Cars have grown at 6.38% CAGR and Private Vehicles growth is 7.87% CAGR.

Table 3-2: Private Vehicles (Car and Two wheelers) on Road as on 31st

March of each year: Greater Mumbai and Proportion

Year

Private Vehicles (Numbers) Private Vehicles (share)

Two Wheelers Car Private

Vehicles Two

Wheelers Car Total

2001 440,517 344,870 785,387 56% 44% 100%

2002 475,352 353,417 828,769 57% 43% 100%

2003 527,108 366,805 893,913 59% 41% 100%

2004 584,180 384,258 968,438 60% 40% 100%

2005 647,892 409,120 1,057,012 61% 39% 100%

2006 714,209 436,213 1,150,422 62% 38% 100%

2007 792,512 464,139 1,256,651 63% 37% 100%

2008 859,075 492,975 1,352,050 64% 36% 100%

2009 909,993 512,857 1,422,850 64% 36% 100%

2010 967,479 542,362 1,509,841 64% 36% 100%

2011 1,044,829 590,361 1,635,190 64% 36% 100%

2012 1,139,363 648,009 1,787,372 64% 36% 100%

2013 1,235,282 705,552 1,940,834 64% 36% 100%

2014 1,329,461 757,226 2,086,687 64% 36% 100%

2015 1,448,759 819,828 2,268,587 64% 36% 100%

Source: RTO

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

persons in Greater Mumbai(i.e. Cars and Two wheelers in Greater Mumbai) are presented inTable 3-3 and

shown in Figure 3-7.The increase in private vehicles ownership during the period 2001 to 2015 in Greater


Greater Mumbai

3-13

Mumbai is from 66 to 178. CTS for MMR study estimated private vehicles ownership in Greater Mumbai for the

year 2011 as 112/ 1000 population, whereas the observed is 131/ 1000 population. This is alarming. The

possible reasons could be convenience of the private vehicles for travel, easy auto finance. The other possible

reasons could be overcrowding levels of suburban and bus modes and project implementation delays of public

transport modes i.e. suburban, metro and monorail.

Table 3-3: Private vehicle Population of Greater Mumbai, Veh./1000 persons

Year Population Private Vehicles PV/ 1000 Population

2001 11,914,398 785,387 66

2002 11,966,171 828,769 69

2003 12,018,170 893,913 74

2004 12,070,394 968,438 80

2005 12,122,845 1,057,012 87

2006 12,175,524 1,150,422 94

2007 12,228,432 1,256,651 103

2008 12,281,570 1,352,050 110

2009 12,334,939 1,422,850 115

2010 12,388,539 1,509,841 122

2011 12,442,373 1,635,190 131

2012 12,516,595 1,787,372 143

2013 12,591,260 1,940,834 154

2014 12,666,371 2,086,687 165

2015 12,729,404 2,268,587 178

Source: RTO

Figure 3-7:Private vehicle Population of Greater Mumbai, Veh./1000 persons

3.1.8 Pedestrian Movement

In Greater Mumbai, 51% of the total trips made are by walk. 72.5% trips for education purpose are also by

walking. Workers of economically weaker sections, especially women and children, who often do not afford


Greater Mumbai

3-14

motorised modes of transport, constitute a significant proportion of pedestrians. In addition most of the public

transport journeys (60%) necessarily start and end as walk trips. The walk trips are also considerable short in

length: more than 80% of walk trips to work places or schools are less than 15 minutes. Presently, several

conditions discourage pedestrian movement. These include several permanent and semi-permanent structures

located along edges of the right of way of streets; haphazard parking of vehicles in the absence of footpath; lakh

of designated hawking area especially around the railway stations; discontinuous footpaths with changing levels

at every property entrance and intersections. Moreover, the pedestrian footpaths and facilities are not

equipped to serve universal accessibility for differently abled people. Undesirable and unsafe pedestrian walk

environments force commuters to switch to other mechanised modes. Longer North-South rail trips and

distances greater than 1 km between places of work/ residential areas and stations (especially in the northern

parts of the Western Suburbs, for example, at Malad, Kandivali) discourage walking as a mode of travel. The

lakh of adequate pedestrian footpaths, inadequate traffic management solutions around transit nodes and lakh

of pedestrian cross over facilities at strategic locations increases pedestrian and vehicular traffic conflict.

3.1.9 Intercity Rail Network and Terminals

A number of intercity trains originate from Greater Mumbai, these include regular (trains that run on all days/

weekdays) and staggered trains (trains that run on alternate days or few days in a week). The Western Railway

operates 72 intercity trains and the Central Railway operates 152 trains in Greater Mumbai. The intercity rail

passenger terminals in Greater Mumbai under the jurisdiction of western Railway are Mumbai Central, Dadar,

Bandra, Andheri and Borivali stations are significant as halt stations. On Central Railway, terminal stations are

ChhatrapatiShivaji Terminus, LokmanyaTilak Terminus and Dadar.

3.1.10 Goods Movement and Goods Terminals

Interaction analysis of movement of goods in the MMR by CTS for MMR study reveals that Greater Mumbai

attracts the maximum quantum of goods amounting to 46.3% in terms of tonnage recorded in the MMR.

Greater Mumbai also attracts 29.8% of movement of goods vehicles in the MMR. A high percentage of goods

attracted to Greater Mumbai are from Navi Mumbai contributing to 48.3% of total tonnage. Correspondingly

43.0% of goods vehicles coming to into Greater Mumbai are originated in Navi Mumbai. This is due to the

location of Jawaharlal Nehru Port, APMC, steel markets and other goods handling in Navi Mumbai. Therefore in

terms of movement of goods vehicles connectivity to Navi Mumbai is of major importance. Other important

origin-destination with respect to goods related connections to Greater Mumbai are Kalyan, Vasai, Virar, and

rural areas of MMR and Thane.

There are 14 goods terminals located in Greater Mumbai including Wadala Truck Terminal, Railway Yard

Mulund, Railway Yard Goregaon, Reay Road Terminal yards, FCI godowns, Borivali, WadiBunder Railway yard,

HPCL Sewri Oil Depots, BPCL Sewri Oil Depots, IOCL Sewri Oil Depots, HPCL Terminal II Sewri, HPCL, Terminal I,

Wadala, and FCI GodownsWadala. The CTS for MMR study has projected a 5.7% growth of goods traffic for

MMR and has proposed additional truck terminals at strategic locations in rest of MMR.

3.1.11 Inter-city Bus Terminals and CTS for MMR study proposals

Major regional bus terminals in Greater Mumbai are Mumbai Central, Parel and Dadar located within Island

City. These locations are the major hubs of transit, commercial and institutional activities. Bus terminals such as

Kurla, Borivali and Nancy Colony connect to residential areas in the suburbs. Bus terminals are generally located


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near suburban railway stations and inter-city railway stations so that public transport can also effectively act as

feeders to the rail network.

On analysing the location of existing terminals and accessibility to areas that are under served, CTS for MMR

study notes that new inter-city bus terminals are required between Bandra and Borivali in the Western suburbs

and between Kurla and Mulund in the Eastern suburbs. It proposes to develop on priority, a dedicated Inter

State Bus Terminal (ISBT) near Wadala Truck terminal in Greater Mumbai. Parking facilities for private vehicles

at the existing terminals are either non-existent or needs augmentation. Existing terminals at Dadar, Sion, Kurla-

Nehru Nagar, Borivali and Borivali-Nancy Colony bus stations lack basic infrastructure facilities such as waiting

hall, drinking water facility, toilets, etc and improvements are proposed.

MCGM owns Octroi operational areas at five Mumbai entry points i.e. Dahisar check naka, LBS Marg, Mulund

check naka, EEH, Anand Nagar check naka, Airoli check naka and Vashi check naka. Once Octroi is abolished, the

check naka operational areas may be used for inter-city bus terminals and/or truck terminals.

3.1.12 Airport Terminals

Greater Mumbai is host to the second busiest airport of India which handles 83,000 passengers and 1,700

metric tons of cargo every day. Currently, Mumbai Airport handles 30.2 million passengers and 0.63 million

tons of freight annually (2012-13). The Mumbai domestic airport handles about 685 flights per day. Mumbai

International Airport Limited (MIAL), a consortium of GVK Industries Ltd, Airports Company South Africa and

Bidvest, was appointed to carry out the modernisation of Mumbai Airport in February 2006. This project was to

be completed by end of 2013, but this has been delayed by another year to the end of 2014. CSIA is capable of

handling 40 million passengers and 1 million metric tonnes of cargo annually. The new integrated terminal T2

was inaugurated on 10th January 2014 and opened for international operations on 12th February 2014. A

dedicated six lane, elevated road connecting the new terminal with the main arterial Western Express

Highwaywas also opened to the public the same day. Active project preparatory works for implementation of

metro line 3 i.e. Colaba-Bandra-BKC-Airport-SEEPZ by MMRDA is in progress and this metro corridor provides

connectivity between Island city, eastern suburbs and some parts of western suburbs to the Airport.

3.1.13 Passenger Water Transport (PWT)

Reasonablyquick, economical and reliable transport is a pre-requisite for any developmental or industrial

activity to succeed in modern times. It is more so in the case of mega- cities like Mumbai, where people travel

long distances to and from to earn their living. Due to constraints of living space, long distance travel has

become a way of life for the people. However, it would not have been all that inconvenient, had all the available

means of transport not reached the state in which we find them today. The rail and road transport systems

have become completely saturated and lot of overcrowding in suburban trains & buses and traffic congestion

on most of the arterials of Greater Mumbai, TMCand KDMC areas has been observed. With the increase in

population and employment in the study area in the horizon years, the demand for travel (passenger as well as

goods) will increase and planning of transportation infrastructure to meet the growing demand is at most

necessary.

Providing adequate transport network to meet the horizon year travel demand is by enhancing the operating

conditions of alternative transport systems. One of the possible modes that can be considered to supplement

the rail and road based transport systems in catering the travel demand is water transport, as the Mumbai has

vast coast line. However, before opting for water transport, there are certain ground realities, which should be

http://en.wikipedia.org/wiki/GVK_%28conglomerate%29

http://en.wikipedia.org/wiki/Airports_Company_South_Africa

http://en.wikipedia.org/wiki/Western_Express_Highway




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fully appreciated and understood. It is very important to understand the major limitations of this mode of

transportation i.e. it is unable to provide services round the year on the routes exposed to the open sea,

especially during monsoon season. The selection of the vessels to be deployed, therefore, needs to be done

very judiciously to ensure a reliable, economical and fully safe service to the public with minimum possible

interruption during the year. Despite the fact that a number of high speeds, high-tech. passenger crafts have

been deployed on some of the routes in Mumbai, which are very expensive, the quality service has not been

achieved in any respect, so far. The lack of infrastructure and the sea conditions the West Coast of Mumbai are

the main deterrents at present.

Detailed review of the earlier studies indicate that,

Passenger Water Transport services have been studied

separately for West Coast, East Coast and although the

study area is limited to the influence area of the PWT

mode. In case of PWT in west coast study, the catchment

areas in western suburbs up to Western Express Highway

and western parts of Island City of Greater Mumbai have

been considered. The total daily passenger use estimated

for the base year (2005) and horizon year (2031) are 0.97

and 1.39 lakhs respectively for “catamaran option” or 0.89

and 1.27 lakhs respectively for “hovercraft option”. In case

of PWT study for East coast, the potential catchment areas

considered were Navi Mumbai zones and Island City zones.

The total daily ridership estimated for the base year (2006)

and horizon year (2031) are 6,653 and 10,391 respectively

for “catamaran option” or 5,895 and 10,068 for

“hovercraft option”.

The findings of several investigators on the estimated traffic flows on both the coasts indicate that the

commuter patronage expected for PWT mode, although marginal in relation to rail and road modes, they have

different roles to play especially in serving local needs of coastal areas. The following are the critical issue that

may affect the above said ridership estimates with respect to hinterland OD pairs.

(a) Providing easy accessibility to the PWT terminals; (b) Uncertainty of schedules due to effect of weather condition, tides, currents, navigational conditions, etc.; (c) Reliable disaster management plans; and (d) Restricted period of operation during the day as well as over the year.

With the proposal of extensive transport network proposed for 2031, committed metro network in Greater

Mumbai and Thane and extension of the metro network in the rest of the region, Western Freeway sea link and

its extension towards suburbs in the North direction, and east west links between Greater Mumbai and Navi

Mumbai, such as Trans harbour link (i.e. MTHL) and expressway network in the rest of the region, etc. the

expected growth rate for PWT will be less than what was anticipated in studies that are carried out so far.

However, such projects would attract traffic from tourism, fishing activities and recreational trips. Detailed

feasibility studies have been proposed for identification of new water transport routes.

It was found that detailed engineering studies have been completed for passenger water transport operations

in the east and west coasts of Mumbai and these projects are being let out for execution (Ref. Figure 3-8).

Figure 3-8: PWT Routes and Terminals


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3.1.14 Mumbai Port

MMR is home to two out of twelve major ports of India i.e., MumbaiPort Trust (MbPT) and Jawahar Lal Nehru

Port (JNPT). In addition, another port is being planned at a site known as Rewas (Ref. Figure 3-9). Mumbai Port

(Ref. Figure 3-10)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, especially 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.

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.1During 2011-12,

40.7% of traffic (about 22.87 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.

Figure 3-9: Ports in MMR Figure 3-10: Mumbai Port

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. Eastern Freeway (which is opened for traffic in 2013) is a great relief for traffic to and from the

Island city to Eastern suburbs/ Thane/ Navi Mumbai areas.

1 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 MumbaiPort.


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3.1.15 Road Accidents (Greater Mumbai)

MCGM and Mumbai Traffic Police (MTP) regularly monitor traffic management and regulations enforcement on

major roads of Greater Mumbai with a traffic police force of about 3,300 traffic police officers/ constables. In

addition, Mumbai Traffic Police employs Traffic Wardens who work voluntarily. MCGM and MTP organize Road

Safety Fortnight during every year in the month of January, regularly organized lectures on safe drive to BEST

drivers, Maharashtra State Road Transport Corporation (MSRTC) and MCGM’s drivers MTP organized regularly

lectures on road safety to school/ college students. Road Safety Patrol (RSP) scheme which is basically teaching

about road safety aspects to school children and trained in Drill and Parade. This was started in 1951 and now

being implemented in 511 schools and extends to about 68,000 RSP students. The RSP scheme inculcates road

discipline in school-going children, who in turn educate their families and fellow students. Prepared “Traffic

Manual” covering various aspects of traffic laws like driving offenses, traffic signs, guidelines for car/ taxi/truck

drivers, guidelines for motorcyclists, guidelines for pedestrians, FAQs, projects initiated on ITS applications, list

of officers and contact details, etc.

Road accidents statistics of Greater Mumbai are presented in Table 3-4 and shown in Figure 3-11. It can be

inferred that, number of reported vehicle crashes has come down from about 28,424 in 2010 to 23,468 in

2015indicative of positive trend. Traffic Police of Greater Mumbai try their best on enforcement of safety

measures like helmet usage by two wheeler riders, speed limits, seat-belt usage, drunken driving, non-usage of

mobile during driving, etc. Motor Vehicle Act, 1988 provides good number of road safety enforcement

regulations. Section 129 of Motor Vehicles Act, 1988 makes it mandatory for every person riding a two-wheeler

to wear protective headgear conforming to standards of the Bureau of Indian Standards. Section 177 of the Act

lays down that for the first offence, a fine of INR 100 can be imposed and for any second or subsequent offence

the fine may extend to INR 300.

Table 3-4: Road Accidents - Greater Mumbai

Nature of Mishap

2010 2011 2012 2013 2014 2015

Fatal 609 539 471 574 574 586

Serious 2,009 1,905 1,870 1,767 1,690 2,034

Major 3,526 2,767 2,144 1,794 1,602 1,213

Minor 22,280 20,260 20,107 19,459 18,733 19,635

Total 28,424 25,471 24,592 23,594 22,599 23,468 Source: Mumbai Traffic Police


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Figure 3-11:Road Accidents - Greater Mumbai

MCGM has come up with “Pedestrian First” policy with Footpath Guidelines in June, 2014 to provide safe,

continuous, uninterrupted and dedicated passage for mobility of pedestrians so as to avoid conflicts between

vehicular and pedestrian transportation thereby minimizing accidents and improved ways of travel. The policy

addresses the guidelines on Footpath surface, Footpath Width, External Utilities/ Obstructions, Encroachments,

Continuity, Cross Falls/ Camber, Service Chamber Covers, Guard Rails: Hazardous locations, Junctions, Bus stops,

Railway stations, Subways and FoBs, Central Reserve, etc., Bollards, Installation Guidelines: Railing, Bollards,

Kerbs, Level Change. Following the policy guidelines, about 10 km length of footpath improvements have been

carried out. About 500 km footpaths have been identified for improvements by end of the year 2015-16.

Footpath improvements carried out near Churchgate and CST railway station areas are presented in Figure

3-12and Figure 3-13 respectively. To make footpaths school children friendly, the guard rails height has been

reduced and this has been implanted in precincts of about 300 schools in Greater Mumbai (Ref. Figure 3-14.


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Figure 3-12: Footpath Improvements near Churchgate Railway Station

Figure 3-13: Footpath Improvements near CST

Footpath near Eros cinema, J Tata Road

Footpath opp. Samrat Hotel, J Tata Road

Footpath near Ritz Hotel, J Tata Road

Footpath near Churchgate Subway


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Guard rails on edge of footpaths, Near

Schools Pedestrian Friendly Footpaths

Figure 3-14: PedestrianFriendly Footpath

MCGM has taken initiatives on organisation of road safety week 11th to 17th Jan., 2015 (Ref. Figure 3-15) and

organised a road show on Marine Drive to educate the public on road safety related aspects. Similarly, road

safety week was organised in 2016 (Figure 3-16) in collaboration with Mumbai Traffic Police in NCPA.


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Figure 3-15: MCGM’s Road Safety Initiative during 11th

to 17th

Jan., 2015

Figure 3-16: MCGM’s Road Safety Initiative during 11

th to 17

th Jan., 2016

MCGM along with other stakeholders had submitted a proposal to Bloomberg Philanthropies in Nov., 2014 for

obtaining technical advice and grant for reducing the road accidents in Mumbai. Bloomberg Philanthropies

selected Mumbai as one of the ten cities for their road safety programme and MoU was signed in March, 2015

between Bloomberg Philanthropies and Government of Maharashtra.

Further workshops were held to discuss and debate the issues related to road accidents in Greater Mumbai,

possible solutions/ measures, action plans, etc. Representatives from Bloomberg Philanthropies and their

partner organisations (Global Road Safety Partnership (GRSP), Union North America, Global Road Safety Facility

(GRSF) – World Bank, iRAP India, World Lung Foundation, EMBARQ India, etc.) and stakeholders from Greater

Mumbai (MCGM, Mumbai Traffic Police, BEST, MMRDA, etc.) have been attended in these workshops.

Mumbai


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3.1.16 Suburban Rail System Accidents (MMR)

Accident deaths on suburban rail system in MMR during the period 2010 to 2013 are presented in Table 3-5. It

may be inferred that, 9 to 10 deaths/ day are happening on Mumbai suburban system which is alarming. MRVC

has initiated studies for identification of causes and measures to reduce the accident deaths (Consultancy for

study on Trespassing over Railway Track in Mumbai Suburban area &Remedial Measures thereon). MRVC has

made provision for trespassing control measures in MUTP III.

Table 3-5: Accident Deaths on Suburban Rail System in MMR

Sr. No Cause of Accidents 2010 2011 2012 2013

CR WR Total CR WR Total CR WR Total CR WR Total

1 Line Crossing 1,323 829 2,152 1,207 816 2,023 1,261 718 1,979 1,174 654 1,828

2 Fall in between 2 4 6 2 4 6 6 15 21 6 13 19

3 Fall from the local train 519 215 734 513 223 736 566 268 834 591 310 901

4 Dash to the railway pole 5 8 13 10 12 22 12 8 20 4 4 8

5 others 472 333 805 413 258 671 452 235 687 495 257 752

Total 2,321 1,389 3,710 2,145 1,313 3,458 2,297 1,244 3,541 2,270 1,238 3,508 Source: Basic Transport and Communications Statistics for MMR, Dec., 2014, MMRDA

3.2 REVIEW OF PAST STUDIES

The major studies carried out prior to the year 2000 by various organizations for transport system

improvements in Greater Mumbai area are as follows:

(a) Bombay Urban Transport Master Plan (WSA/1961);

(b) Planning of Road System for Bombay Metropolitan Region (CRRI/1978);

(c) Comprehensive Transport Plan for BMR (Atkins/1994);

(d) Techno Economic Feasibility Studies for Mumbai Trans-Harbour Link (1982, 1996, 2004); and

(e) Feasibility Study for Mumbai Metro Rail, 1996-97.

Brief description on the above studies is presented in Annexure3-1.

The major studies carried out in the recent past (after 2000) by various organizations for transport system

improvements in Greater Mumbai area are as follows:

a) Development Plan for Greater Mumbai 2014-2034, Report on Preparatory Studies (ongoing);

b) Mumbai Area Traffic Control and Ancillary Systems (Mumbai Urban Transport Project), Project Completion Report, April, 2012;

c) Regional and Local Transport Connectivity Plan for Navi Mumbai International Airport, January, 2012;

d) Technical Assistance for Project Preparatory Consultancy Services for Implementation of Transport Infrastructure in Mumbai

Metropolitan Region, December, 2011;

e) Strategic Monorail Master Plan and Preliminary Feasibility Study for Select Corridors in MMR, August, 2010;

f) DPR for Siddhi Vinayak Temple-Sewri-Dhutum-Dushmi Metro Corridor, April 2010;

g) MTHL Study, All India Institute of Local Self Government, January 2010;

h) Comprehensive Transportation Study for MMR, 2008;


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i) East-West (Sewri-Worli) Corridor and Sewri Interchange for MTHL Dispersal, 2007;

j) Study on Travel Patterns of the Poor in Mumbai, World Bank, September, 2005;

k) Mumbai Metro Master Plan, 2004;

l) Comprehensive Environmental Impact Assessment Report for MTHL, November 2004

m) Road User Charges Study, MMRDA;

n) Mumbai Vision (2003): Transforming Mumbai into a world-class city

o) The Task Force on Bombay First Proposals (2004)

p) Report of the High Powered Expert Committee (HPEC) on Making Mumbai an International Financial Centre, Ministry of

Finance, Government of India, New Delhi

q) Passenger Water Transport Studies (2003), MSRDC;

r) MUTP 1 and MUTP 2A and 2B;

s) Mumbai Urban Infrastructure Project (MUIP) Study, MMRDA;

t) Extended Mumbai Urban Infrastructure Project (MUIP II), MMRDA;

u) Western Freeway: Worli to Haji Ali;

v) BEST Business Plan; and

w) Techno Economic Feasibility Study for Navi Mumbai Airport, CIDCO, November 2000

Brief description of the above studies are presented as follows:

3.2.1 Development Plan for Greater Mumbai 2014-2034, Report on Preparatory Studies (ongoing)

Greater Mumbai with an area of only about 458 sqkm is severely challenged by its constraining geography and

limited land availability in its quest for solutions related to the supply of developable space more particularly

public space, high densities, an overburdened public transport system, lack of affordable housing, increasing

demands for better infrastructure, and environmental degradation. Multiple governance mechanisms further

complicates the current scenario.

Section 38 of the Maharashtra Regional and Town Planning Act 1966 (MR&TP Act, 1966) stipulates Revision of

Development Plan at least once in twenty years. As the last part of Development Plan currently in force, was

sanctioned in 1994, revised Development Plan is required to be ready by 2014. The Corporation have by their

resolution No. 767 dated 20/10/2008 accorded sanction to declare the intention of revision of the Development

Plan by following the process as laid down under Section 23 of the MR&TP Act. The MCGM has accordingly

published a notice on 1st July, 2009, declaring its intention to revise the Development Plan as provided under

Section 23 of the MR&TP Act. Section 22 of the MR&TP Act defines the Contents of development Plan. The

provisions of Chapter III Section 21 to 39, of the MR&TP Act, govern the process of preparing Development

Plan.

Preparation of the Draft Development Plan for Greater Mumbai 2014-34 is assigned to Consultants (Group SCE

India) and the scope of work is as follows:

Task 1: Familiarisation and Inception Report

Task 2: Preparation of Existing Landuse Map

Task 3: Assessment of Existing Status

Task 4: Growth Scenarios

Task 5: Formulating Objectives of the Development Plan

Task 6: Formulating Proposed Landuse Plan and DCRs

Task 7: Phasing of Plan Implementation, Estimate Cost of Plan Implementation and Financing Plan

Task 8: Monitoring and Evaluation System

Task 9: preparation of Report on the Draft Development Plan


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Task 10: Submission of Final Report for Publication and Inviting Suggestions and Objections

3.2.1.1 Vision and Objectives of the Development Plan

The DP 2014-34 for Greater Mumbai aims to enable the “Transformation of Greater Mumbai into a Global City

that is inclusive, Sustainable, Liveable and Efficient”. Keeping the vision in mind, the objective of the DP is to

provide a planned spatial framework to transform Greater Mumbai into a City that is:

a) Competitive: For Mumbai to retain, and further enhance its national and regional role as an economic

hub, it needs to promote development that offers affordable real estate, efficient transport and

infrastructure, and a better quality of life for its residents. To achieve this, some of the key strategies

being adopted in the DP are:

A non-restrictive regulatory regime which promotes redevelopment and increase supply of new

quality built spaces;

A flexible development framework that addresses the present mix of uses and current market

operations, and promotes holistic and collaborative transformation;

A transit led growth strategy that capitalises on, as well as strengthens the current transport

network;

A growth mechanism that enhances quality of life in the City, by augmenting supply and access

to amenities, as well as improving space consumption, both qualitatively and quantitatively

b) Inclusive: Greater Mumbai has a large slum population and a sizeable informal economic sector. To

address this, some of the key strategies being adopted in the DP are:

An inclusive policy regime that bring informal housing and markets under the fold of City

transformation through a comprehensive redevelopment approach;

A growth strategy that improves access to public transport and amenities for all citizens;

A development model that promotes streetscapes and public spaces that have better

accessibility and mobility for people of all age groups and physical challenges;

A multi-level planning approach that is place based and allows for participatory local planning

and decision making;

c) Environmentally Sustainable: Greater Mumbai is caught between pressing urbanisation demands and

an urgent need to protect its fragile environmental assets. To address this, some of the key strategies

being adopted in the DP are:

A Development Plan that protects all environmentally sensitive areas and assets;

Transit oriented development which promotes mass transit using clean energy and reduces

dependence on private transport which consumes non-renewable energy and contributes to air

pollution;

A development control system which includes climate change mitigation measures to promote

green buildings and neighbourhoods.

3.2.1.2 Existing Landuse Survey

Analysis of Existing Landuse distribution is essential to understand the functional composition of the city and

existing deficiencies in availability of land for social and physical infrastructure of the city. The analysis is based

on the Existing Landuse map 2012 which was prepared on the basis of the Existing Landuse Survey (ELU Survey).

The ELU Survey was one of the key initial stages towards ELU Plan preparation. It has two main objectives, one,

to determine current land uses, and, two, to assess the extent of implementation of the current DP.


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A Base Map was created through a series of overlays of spatial data as provided by MCGM on a base layer of the

Quick Bird satellite image. The Base Map delineates various levels of spatial disaggregation in Greater Mumbai.

Categories and sub-categories created for capturing the existing land uses for the preparation of the Existing

Landuse 2012 took cognizance of the mixed-use character, the predominance of offices and the various housing

typologies present in the City. The Existing Landuse Map 2012, created using the GIS Base Map based on an

Existing Land Use Survey, was a key first stage of the preparation of the DP 2014-34.

The total area under Greater Mumbai admeasures 458.28 sqkm. There are several pockets of mangroves,

outside the MCGM limits, the area of which changes with the tide levels. These are not considered to be

included in the MCGM boundary. Of the 458.28 sqkm, 43.23 sqkm is area under Special Planning Authorities2.

As provided in the MR&TP Act local authority ceases to be the “Planning Authority” in the notified areas. The

revision of the Development Plan therefore excludes these notified areas from its scope. Thus, the jurisdiction

of the MCGM as a Planning Authority comprises 415.05 sqkm and forms the area for which Development Plan

for Greater Mumbai 2014-34 is being prepared.

Existing Land use distribution for Greater Mumbai (2012) is presented in Table 3-6 and shown in Figure 3-17.

The analysis reveals that, only 65.3% (271.17 sqkm) of the Planning Area of Greater Mumbai is developed.

While natural areas, vacant lands, plantation & salt pans constitute the remaining 34.7%. Of this developed

area, 24.9% is occupied by Residential use, 5.4% by Industrial uses, 2.2% by Commercial uses and 0.9% by

Offices. Amenities (Education, Medical, and Social Amenities) constitute 3.69%, open space 3.7% and Public

Utilities & facilities 1.7%. Transport and Communication facilities constitute 12.8%. Together 21.9% of the

developed area is under Amenities, Open Space, Public Utilities and Transport.

Table 3-6: Existing Land use Distribution for Greater Mumbai (2012)

Existing Landuse Categories (2012) Area (ha) % of Total

Area Per Capita Area

(sqm) % of Developed

Area

Residential 10,327.09 24.9% 8.30 38.1%

Commercial 911.46 2.2% 0.73 3.4%

Offices 360.96 0.9% 0.29 1.3%

Industrial 2,242.88 5.4% 1.80 8.3%

Open Spaces 1,537.78 3.7% 1.24 5.7%

Education Amenities 853.81 2.1% 0.69 3.1%

Medical Amenities 318.44 0.8% 0.26 1.2%

Social Amenities 355.81 0.9% 0.29 1.3%

Public Utilities and Facilities 693.43 1.7% 0.56 2.6%

Transport & Communication Facilities 5,306.92 12.8% 4.27 19.6%

Urban Villages 318.42 0.8% 0.26 1.2%

Primary Activity (P1, P3, P4, P5, P6, P7) 939.22 2.3% 0.75 3.5%

Unclassified 1,829.77 4.4% 1.47 6.7%

Vacant Land (only under construction) 1,121.97 2.7% 0.90 4.1%

Developed Area 27,117.96 65.3% 21.79 100.0%

Natural Areas 11,303.82 27.2% 9.08

Vacant Land (Excluding under construction) 2,282.82 5.5% 1.83

Primary Activity (P2 and P8) 801.11 1.9% 0.64

Undeveloped Area 14,387.75 34.7% 11.56

Total Planning Area 41,505.71 100.0% 33.36

Area under Special Planning Authority 4,322.79 9.4%

Total Greater Mumbai area 45,828.50 Source: Development Plan for Greater Mumbai 2014-2034, Report on Preparatory Studies

2The State Government has appointed Special Planning Authorities (SPAs) for areas within the jurisdiction of the MCGM notified under

Section 40 of the MR&TP Act. These include, the Back Bay Reclamation Area, Wadala Truck terminal Area, BandraKurla Complex, Oshiwara

District Centre, GoraiManori Tourism Zone, and Airport under the MMRDA; Dharavi Redevlopment Project under the Slum Rehabilitation

Authority; and Marol Industrial Area, SEEPZ SEZ under MIDC.


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Source: Development Plan for Greater Mumbai 2014-2034, Report on Preparatory Studies

Figure 3-17: Existing Land use Map for Greater Mumbai (2012)


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3.2.1.3 Population and Economy

Brief summaries on population and economy of Greater Mumbai are as follows:

Population:

a) Greater Mumbai has experienced declining population growth rate since 1961 (growth rate 1951-61

was 43.80%). The decline in growth rate has been sharp between 1991 and 2011 at 20.68% between

1991-2001 to 3.87% between 2001 and 2011;

b) The Island city’s share in the population of Greater Mumbai has steadily decreased since 1981. In

contrast, the share of population of the Suburbs has increased. Present population distribution for

Greater Mumbai between the Suburbs and Island city is 75% and 25% respectively;

c) 41.85% of the total population of Greater Mumbai lives in slums. 51.91% of the total population of the

Eastern Suburbs resides in slums as compared to 42.69% of the total population of the Western Suburbs

and 27.88% in the Island City;

d) Household size indicates a decreasing trend and stands at 4.5 in 2011, 4.6 in Island City and 4.4 for

suburbs; and

e) DP 2014-34 faces the challenge of addressing the need for housing units considering a growing

population, a large slum population and a simultaneous declining household size.

Employment:

a) Greater Mumbai’s economy has undergone transformation from manufacturing activity to tertiary

activity. Also, employment in the service sector has increased and that in the manufacturing sector has

decreased;

b) Greater Mumbai’s economy has grown at a remarkable rate of 9%. On the other hand the per capita

income in Greater Mumbai has increased by 191% between 2000-2001 and 2008-2009, which is three

times the national average;

c) The sectoral composition of Greater Mumbai’s GDDP shows that while the share of manufacturing

sector has been declining post 1990, the share of tertiary sector is growing;

d) The total work participation rate has been consistent between 35-40% since 1961. The female worker

participation rate has been steadily rising from 8.81% in 1961 to 16.38% in 2011 and the male work

participation rate has been steady between 55-58%. However, the large gap between male and female

work participation rate is of concern;

e) The household income distribution for Greater Mumbai indicates that only 9% of the population earns

more than INR 60,000/- per month and 25% of the households earn less than INR 12,500 per month.

The median household income is INR 20,000 per month.

3.2.1.4 Projections 2034 (Population, Household size and Employment)

Brief summaries on population and economy of Greater Mumbai are as follows:

Population:

a) The decadal growth rate of Maharashtra and Maharashtra Urban Area (MUA) has been declining, the

share of GMUA’s population to MUA is also declining;

b) The decadal growth rate of Greater Mumbai reduced from 20.68% in 1991-2001 to 3.87% in 2001-2011.

The percentage share of Greater Mumbai’s population in GMUA has shown a decline from 90.02% in

1971 to 67.68% in 2011. Thus, it can be discerned that population growth in GMUA and Greater


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Mumbai is stabilising. It is also indicative of competing urban growth taking place elsewhere in

Maharashtra;

c) Greater Mumbai’s population of 12.44 million in 2011, is projected to increase upto 13.33 million by

2024 and 13.95 million by 2034;

d) The Island City District which is already showing a sign of decline during 2001-2011, is expected to

further decline and would have population of 2.92 million in 2024 and 2.81 million in 2034. The Suburbs

are expected to grow up to 10.41 million in 2024 and 11.14 million in 2034.

Household Size:

a) The household size trend assessment reveals that the average household size in Greater Mumbai has

reduced to 4.5 in 2011 and it is further expected to decline to 4.4 by 2014, 4.2 by 2024 and 4.0 by 2034;

and

b) The reduction in household size implies a trend of increase in number of households. As a result there

would be an increase in housing demand in the future. Projected households for Greater Mumbai for

2014, 2024 and 2034 are 2.89 million, 3.19 million and 3.48 million respectively.

Employment:

a) Considering the increasing workforce participation and various demographic and economic factors it

has been estimated that the employment for Greater Mumbai for the year 2011 would range between

6.25 and 7.35 million;

b) As per CTS for MMR study, the range of employment forecasted for the horizon year 2031 is 5.09

million to 10.98 million (E1: 10.98 million, E2: 9.7 million, E3: 7.36 million and E4: 5.09 million); and

c) Given the stabilising population growth of Greater Mumbai and the decreasing household size, the per

capita income would increase. The decrease in household size also implies rise in number of housing

demand. Simultaneously, a higher per capita income would contribute to an aspirational increase in

demand of per capita space requirement for various purposes and an increase in vehicle ownership.

Therefore, the Development Plan 2014-34 needs to take into account the increasing demand for space

and strategize on augmenting land supply for future provisions.

3.2.1.5 Spatial Development Strategy

A spatial development strategy to guide the spatial distribution of land uses and development rights is being

developed for Greater Mumbai, based on the principles for development populated above. This formed the

basis for the preparation of the Zoning Strategy and Development Control Regulations. Consultants submitted

the documents on the following.

a) Proposed Landuse and development Control Regulations;

b) Proposed Phasing, Cost of Plan Implementation and Financing Plan;

c) Recommended Monitoring and Evaluation System; and

d) Report on the Draft Development Plan.

3.2.2 Mumbai Area Traffic Control and Ancillary Systems (Mumbai Urban Transport Project), Project

Completion Report, April, 2012

MMRDA has taken up a Mumbai Urban Transport Project (MUTP) to bring about improvement in traffic and

transportation situation in MMR with the World Bank assistance. MUTP envisages investment in suburban

railway projects, local bus transport, new roads, bridges, pedestrian subways and traffic management


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measures. Area Traffic Control (ATC) is one of the major road components of the World Bank-supported MUTP.

Agencies involved in the project are the World Bank, Mumbai Metropolitan Region Development Authority (the

nodal agency), Municipal Corporation of Greater Mumbai (project employer), Mumbai Traffic Police (The User),

Pell Frischmann of London (Engineering Consultant) and the joint venture of Telvent (Spain) and CMS

Computers, India (Contractors).

In 2002, Pell Frischmann was appointed by MMRDA to introduce a centralized ATC system in Greater Mumbai.

The World Bank funded project involved complete installation of Fully Adaptive Traffic Control (FATC) System

comprising of 253 signal junctions (Phase I: 53 intersections and Phase II: 200 intersections); a leased fibre optic

transmission network; Traffic Signal Control Equipment and Adaptive Traffic Control System. The FATC System

and Data Transmission Network Systems are to be fully integrated and centralised within the Traffic Police

Headquarters Control Centre (located at 87, Sir Pockhanwala Road, Worli) and in the Satellite Information

Centre Room at the MCGM’s Office (located on Dr. E Moses Road near Worli Naka).

ATC is a system of centrally coordinating traffic signals using real-time data collected through detectors. The

components of the system procured for Mumbai:

a) Fully Adaptive ATC System which is a server based software system located in the Traffic Police Head Quarters (TPHQ) control

centre;

b) Detectors;

c) Leased Data Communication network from MTNL;

d) Central Control Room at Traffic Police Head Quarters and Information Centre at MCGM Offices; and

e) Civil Works including junction improvements and road markings. This included development of a fully ducted network which is

expected to make the maintenance of the supporting traffic signal cable infrastructure easier.

The implementation of the ATC system consisted of a number of phases – design, construction, supply and

installation of equipment, system start-up, testing, training, and system maintenance.

Features of the System:

The traffic controllers are capable of checking the detection data in every 0.01 second and transmitting it to the

control centre every five seconds. The system stores the data at five minute intervals for every detector along

with calculation of flow, occupancy time and load. The area can be divided into sub areas of junctions with

similar traffic behaviour. There can be unlimited number of sub-areas and they can be merged or further sub-

divided as per the requirements. The basic three parameters of cycle time, green splits and offsets are

optimized automatically by the system to minimize the stops and delays. The system, however, may not take

short duration traffic surges as the calculations average out traffic over three cycles in order to avoid drastic


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changes in the pattern which may create confusion to the users. The conditions in Mumbai required extensive

calibration of the lane capacities, mix of traffic and driving behaviour.

Innovations introduced:

The implementation of an ATC system ensured that state-of-the-art technologies and equipment were brought

into the city.

a) Signal Controllers: The controllers procured facilities for handling bus priority and emergency services in addition to the

requirements of the ATC system;

b) Red Lamp monitoring: This is an in-built safety measure by which the controller will generate alerts for the loss of lamps,

especially the red lamps. If more than one red lamp is lost on a particular approach, the signal will automatically go to flash

mode. This ensures safety of the road users as there could be confusion to the drivers if the red lamps are not visible or lost;

c) Night Time Dimming: The new signal aspects are very bright for better visibility during the day time. However, at night, the

controllers can automatically dim the lights to reduce the energy consumption;

d) Overhead Video Detectors: The project was implemented with the overhead detectors using video technology. Accordingly,

nearly 800 camera detectors are being used in the city. The detectors are flexible as one camera can manage four traffic lanes

and the detection area can be modified based on the site requirements;

e) Single Source LED aspects: Single sources LEDs (which have 6 or 7 LEDs only) were used. The lower number of LEDs used per

aspect has reduced the total power consumption;

f) Signal Poles: Signal poles were made of galvanized iron with PU coating which is resistant to rust without the need of regular

paintings. The termination of the wires is provided at the top of the pole (located within the pole) which has eliminated the

vandalism of the signal system. The cantilever poles were designed in manner which will not become a visual obstruction on

the street even while being extended to the middle lanes of the traffic;

g) Pedestrian Push Buttons: In order to introduce demand based pedestrian stage at some of the intersections, pedestrian push

buttons are introduced. This was introduced with the audible signals for everyone’s use; and

h) Full ducted Network: The Ducted network was done to avoid frequent digging of utilities in the city.

Lessons Learned:

a) Implementation of ATC (Phase I and Phase II comprising 53 and 200 intersections) was a tough experience for everyone

involved in the implementation. Due to the absence of ducted network, the time required for the civil works was much more

than the original estimates;

b) The calibration of each signal site is something that needed to be carefully done and the time taken for the same in Mumbai

has been phenomenal due to its peculiar traffic conditions;

c) Despite several obstacles and difficulties, the persistence of the Mumbai authorities have helped in delivering a project that

the city can be proud of. The project won the award for the Best ITS system implemented in 2011 from the Government of

India;

d) In a project of a scale as large as ATC, continuous monitoring of contractor performance is essential in all respects. Scheduling

of works starting from procurement to implementation helps. Prior schedules if submitted to government authorities help to

secure the permissions in time, accelerating progress;

e) Standard specifications and standard work quality where defined, can help to expedite works by involvement of multiple

agencies for implementation in different regions or aspects. Monitoring becomes even more critical in such cases;

f) Quality control and quality audit is essential;

g) It needs to be ensured that the contractor takes safety issues seriously;

h) Coordination with external Government agencies is of prime importance where relevant works are concerned. Such issues, if

neglected or delayed, can retard the project progress;

i) Equipment performance needs to be assessed soon after installation even if well planned. Where a product of certain

specification is found to be underperforming, the product may have to be replaced across locations as in the case of detectors

and controller cabinets in the current project;

j) The government departments needs better coordination and flow of information to avoid networking. It was a frequent

experience that road works were carried out just before or after civil works of the junction. Costs and convenience can be

optimised between various installation, maintenance and road modification projects, with proper coordination;


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k) Training of concerned personnel of such advanced systems in the existing Government Departments. Proper publicity ensures

better acceptance of new systems;

l) It is recommended that the following measures be adopted for further augmenting of system capacity, so as to derive more

benefits from the implementation of the new system:

Considering the benefits demonstrated in the study, the milestone 2 implementation should be completed;

It has been observed on many occasions that a significant factor which directly impacts on the delay of vehicles

within the network is that caused by parked vehicles. At certain points in the network, parking is more critical than at

others. The approaches to and from the traffic signal junctions are particularly sensitive and are points where

maximum disruption occurs. Some means of controlling this with stricter enforcement should be taken up.

m) The volume of traffic flowing into the network is a serious problem that needs addressing with some degree of forward

planning.

3.2.3 Regional and Local Transport Connectivity Plan for Navi Mumbai International Airport, January,

2012

Mumbai Metropolitan Region (MMR) is one of the biggest and important metropolitan regions of India.

Amongst number of transport infrastructural requirements to be developed in MMR new airport to meet air

travel needs is an important one. City and Industrial Development Corporation of Maharashtra Limited (CIDCO),

as part of its’ efforts towards planned development of Navi Mumbai and to meet air travel needs of MMR and

also that of larger region has evolved a plan to develop a major state-of-the-art international airport in Navi

Mumbai.

CIDCO desires that committed efforts are required to be made, by all concerned within MMR, to develop

efficient connectivity to the proposed airport both at local and regional level towards ensuring high accessibility

to the potential users. This study focuses and finally recommends the corridors that are needed to be

developed and improved towards enhancing the Regional and Local Transport Connectivity for the proposed

Navi Mumbai International Air Port (NMIA).

Environment clearance for NMIA was given by (Ministry of Environmental and Forests) MoEF in the month of

November, 2010 which also emphasized the improvement of transport connectivity at regional as well local in

view of the new airport development (vide specific condition 7.I.xviii, xix, xx).

The main objective of this assignment is to visualize the requirements of and plan for enhanced regional

transport connectivity to the proposed Navi Mumbai International Airport. In addition, within the immediate

Navi Mumbai area, local level assessment of transport network requirements is to be done for smooth traffic

concentration and dispersal. With this backdrop, the objectives of the consultancy services are:

Prepare enhanced regional transport connectivity in terms of roads, rail and water transport to Navi Mumbai Airport from

other major strategic locations and transport corridors; and

Review of various transportation projects planned by CIDCO and/or NMMC within Navi Mumbai and identification and

analysis of public transport connectivity (metro/ mono rail/sub-urban rail/ BRTS) to the Navi Mumbai Airport from strategic

locations within the Navi Mumbai areaand integration with regional transport corridors.

The scope of services included the following two major aspects:

Phase I: Enhanced Regional Transport Connectivity to Navi Mumbai International Airport;

Phase II: Enhanced Local Transport Connectivity within Navi Mumbai Area

3.2.3.1 Navi Mumbai Airport

MMR is massive in terms of its size with population exceeding 24 million (Year 2011). It is likely to be in the

order of 34 million by 2031. It is also expected that workforce participation rate will go up and could reach 40-


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45% by 2031. This would mean the economic base will experience major transformation. The existing airport

(CSIA) accommodated about 29MPPA (Million Passengers Per Annum) in 2010-11. For Mumbai, airport

passenger projections are expected to reach 40 MPPA by 2015 and to about 80 MPPA by 2026. CTS

recommended a second airport to meet the increasing demand. The Master Plan consultants of the NMIA have

forecasted the annual passenger and cargo demand for MMR using various sources/methods. The forecasted

total passenger demand for MIA and NMIA for the horizon year 2031-32 is about 40 MPPA and 61.74 MPPA

respectively. In all the most immediate influence region and potential users that would and/or likely to use will

be from MMR. The forecasts give indication of the scale and size of demand that need to be met by the two

airports in MMR in the years to come. The split of demand for the operations of air ports will be taken as given

in reports prepared by other detailed studies.

3.2.3.2 Enhanced Metro Regional Connectivity between Suburbs of Greater Mumbai and Navi Mumbai

To enhance the regional connectivity by metro, additional metro corridor between Mankhurd and Ghatkopar

has been proposed and this corridor will be extended uptoPanvel via NMIA, thus providing a fast metro

connectivity between eastern suburbs of Greater Mumbai and Panvel. Versova-Andheri-Ghatkopar metro

corridor and Charkop-Bandra-Mankhurd metro corridors would further provide connectivity to western suburbs

of Greater Mumbai. This alignment with one transit transfer, commuters/ air passengers from eastern suburbs

of Greater Mumbai and Thane can access the proposed NMIA and with two transfers (DN Nagar or WEH and

Ghatkopar), the commuters from western suburbs can access the proposed NMIA. The metro corridor from

Ghatkopar to Panvel via Mankhurd, Vashi and proposed NMIA is shown in Figure 3-18. It is pertinent to mention

here that, the corridor can be extended from Ghatkopar to WEH which is about 9.3 km long to have a single

transfer for the commuters/ air passengers coming from western suburbs of Greater Mumbai using the metro

line Andheri-Dahisar planned along the Western Express Highway.

The Ghatkopar-Panvel metro corridor is proposed to be implemented in phases considering the need, ongoing

implementation of two metro corridors, starting of NMIA operations, planning jurisdictions, etc. and the details

are as follows:

Phase I (2012-2015): Mankhurd to Panvel providing connectivity to Vashi, Belapur, NMAI and Panvel. This will be

an extension of M2: Charkope-Bandra-Mankhurd metro corridor; and

Phase II (2013-2015): Ghatkopar to Mankhurd providing connectivity between M1: Versova-Andheri-Ghatkopar

and M2: Charkope-Bandra-Mankhurd.

The metro corridor from Ghatkopar to Panvel via Mankhurd, Vashi and proposed NMIA is shown in Figure 3-18.

Overall length of the proposed metro corridor between Ghatkopar and Panvel is about 36.4 km. Alignment

description is as follows:

Ghatkopar to Mankhurd: Length: 6.65 km(Underground: 2.55 km and Elevated: 4.1 km)

Mankhurd-Panvel: Length: 29.75 km(Elevated: 25.75 km and Sea Link: 4.0 km)

Ghatkopar to Mankhurd is a new alignment, which is not proposed in CTS and from Mankhurd to Panvel the

alignment of metro is more or less as per CTS. The description of the alignment is as follows:

The alignment starts from Ghatkopar metro station of M1: Versova-Andheri-Ghatkopar Metro Corridor and runs

as underground section uptothe intersection of Easter Express Highway (EEH) and Ghatkopar-Mankhurd Link

Road (GMLR). The total length of Underground section is expected to beabout 2.55km.From the intersection of

EEH and GMLR to Mankhurd it will be an elevated section and length is about 4.1 km. From Mankhurd to Vashi,


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the alignment will run across Thane creek, south of existing Mankhurd-Vashirailway bridge. From Vashi to

NMIA, the alignment will run along the Palm Beach Marg and Amra Marg as an elevated section. From NMIA to

Panvel the alignment will be parallel to the Vashi-Panvel sub-urban railway line and this section

is proposed partially elevated and partially at-grade. The overall length of elevated, creek bridge and at-grade

sections would be about 36.40 km.

With one transit transfer, the enhanced regional connectivity will be as follows:

Commuters/ air passengers originating from western suburbs located west of western railway line can catch M2

and get transfer at Mankhurd to reach NMIA/ Panvel;

Commuters/ air passengers originating from Thane and using Teenhath Naka-Wadala metro can get transfer at

Chheda Nagar to reach NMIA/Panvel;

With two transfers, the enhanced regional connectivity will be as follows.

Commuters/ air passengers originating from western suburbs located east of western railway line can catch M7:

Andheri-Dahisar and get transfer at WEHand catch Versova-Andheri-Ghatkopar metro corridor and transfer at

Ghatkopar to reach NMIA/ Panvel;

Sub-urban commuters/ air passengers originating from western suburbs can take transfer at Andheri and catch

Versova-Andheri-Ghatkopar metro corridor and transfer at Ghatkopar to reach NMIA/ Panvel.

Figure 3-18: Alignment for Metro Corridor from Ghatkopar to Panvel

3.2.3.3 Metro Connectivity between Island City and Navi Mumbai Airport

It is pertinent to mention here that, the metro corridors identified as part of Mumbai Metro Master Plan for

Greater Mumbai have been considered in CTS for the analysis. Further metro extensions into the regions have

been proposed as part of CTS based on the existing and proposed land uses. Hence, the previous transportation

plans including CTS did not propose any direct metro connectivity from different sub-regions of MMR to

Panvel

Vashi

Mankhurd

Ghatkopar

Existing CSIA

Proposed NMIA

MTHL

Pal

m B

eac

h R

oad

Vashi Creek Bridge

WEH

Andheri

Ext. of Metro from

Ghatkopar to WEH (9.3 km)

Ghatkopar –Panvel Metro

Corridor (36.4 km)


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proposed NMIA. However, CTS proposed metro transport network provides metro connectivity between Island

city and NMIA and Panvel through a combination of the following corridors and these are shown in Figure 3-19.

M3: Colaba-Mahim/Bandra

M9: Siddhivinayak-Sewri

M24: Sewri-Kharkopar (along MTHL)

M19: Targhar-Kharkopar-NhavaSheva-Dronagiri

M18: Vashi-NMIA-Panvel

Figure 3-19: Metro Connectivity between Island City and Navi Mumbai: CTS for MMR

The above mentioned corridor will require about 2 to 3 transfers to reach from the Island City to NMIA

depending on metro route operations from different places. For direct connectivity i.e. without transfers, there

should be a feasibility of metro intersecting other metro lines at different levels, while at the same time

integrating with each other. This can be studied while undertaking DPR of metro corridors. If this is feasible,

direct connectivity from Island to NMIA and further to Panvel is shown in Figure 3-20. This metro route has

been coded in EMME for analysis of passenger loading and ridership analysis.


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Figure 3-20: Metro Connectivity between Island City and Navi Mumbai

3.2.3.4 Sub-urban Fast Rail Connectivity between Island City and Navi Mumbai

Central Railway provides sub-urban services between Island city and Navi Mumbai through harbour line. Section

wise capacity and present utilisation during peak hour of CST-Wadala and Wadala-Vashi-Panvel are presented in

Table 3-7. It can be inferred that, spare capacity is available only on Wadala-Vashi-Panvel section i.e. additional

6 trains can be operated at 3.5 minutes interval between Wadala to Panvel within available capacity.

Table 3-7: Fast Rail Connectivity between Island City and Navi Mumbai

Section Sectional Capacity Present Utilization peak hr

Trains per hr Passenger Capacity PHPD

Trains per hr Passenger Capacity PHPD

CST to Wadala 17 60,000 to 78,000* 17 60,000

Wadala – Vashi - Panvel 17 60,000 to 78,000 11 42,000

“*” Present normal carrying capacity is 33,000 PHPD. With signal re-spacing, the capacity can be increased to 60,000 PHPD and

with operation of 12 coach rakes, the capacity can be further enhanced to 78,000 PHPD.

Sub-urban passenger growth originating from and destined to Navi Mumbai during the period 2003-2008 is

presented in Table 3-8. The CAGR observed during 2003-2008 is about 6.5%.

Table 3-8: Sub-urban Passenger Growth Originated and Destined to Navi Mumbai

Year Passengers in Lakh % growth

2003-04 5827 -

2004-05 6065 4.08

2005-06 6318 4.17

2006-07 7531 19.21

2007-08 7976 5.91

A sub-urban passenger section loading along Mankhurd-Vashi assessed by MRVC is presented in Table 3-9. It

can be inferred that, the passenger demand on Mankhurd-Vashi section will cross its capacity (78,000 PHPD)

between 2016 and 2021 which necessitates capacity augmentation. It is pertinent to mention here that, with


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CTS proposed metro corridors the sub-urban loadings will gets distributed. CTS have proposed Mankhurd-Vashi-

Panvel, Vashi-Narthengaon metro corridors. The metro corridor would provide an addition capacity of 40,000

PHPD. Thus, the sub-urban and metro corridors together would be able to provide a capacity of about 1,00,000

PHPD (60,000 PHPD by sub-urban and 40,000 PHPD by metro). Implementation of metro corridors generally

takes considerable time. Hence, capacity augmentation by providing additional sub-urban tracks would be

relatively better option to begin with and metro corridor would further enhance the capacity. The additional

pair of sub-urban railway line can be shared with inter-city trains.

Table 3-9: Sub-urban Passenger Section Loadings: Mankhurd-Vashi Section

Year 2016 2021 2031

Daily passengers UP 7,20,507 7,96,445 9,05,167

DN 7,15,450 7,96,028 9,08,477

% in a peak Hour to daily 9.3% 9.3% 9.3%

PHPDT 67,000 82,600 89,780

Source: MRVC

Anticipating huge population and employment growth in Navi Mumbai and surrounding areas and upcoming

NMIA, MRVC is planning a fast sub-urban railway corridor from CST to Panvel (length about 49 kms). Index Map

showing the alignment of CST-Panvel fast Sub-urban Corridoris shown in Figure 3-21. This corridor being

proposed as a fast corridor, will be able to reduce the travel time between Island city and Navi Mumbai in

addition to providing additional capacity. In addition, the same lines can be shared by inter-city trains.

Figure 3-21: Index Map showing the Alignment of CST-Panvel Fast Sub-urban Corridor

Panvel

Mumbai

CST

VashiKurla

Belapur

Andheri

Vadala

Legend


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3.2.3.5 Sion Panvel Highway

Sion-Panvel highway is one of the busiest and most important roads in the Mumbai Metropolitan Region and

connects the city with NH4. Sion Panvel highway from BARC Junction (Km. 140 / 690) to Kalamboli Junction (Km.

115/800) is about 25 km in length and the alignment is shown in Figure 3-22. MSRDC/ PWD have carried out the

necessary studies for improvement of the corridor. CTS also has proposed Sion-Panvel Highway from the

intersection of Eastern Freeway x V N Purav Marg to Kalamboli (Figure 3-23) as higher order access controlled

highway.

Figure 3-22: Alignment of Sion-Panvel Highway from BARC Junction (Ch. 140/690 km) to Kalamboli (Ch. 115/800 km)

Figure 3-23: Alignment of Sion-Panvel Highway on CTS for MMR Transport Network

As per MSRDC/ PWD sources, the salient features of the project (Widening and Improvement of Sion-Panvel

Highway) are as follows:

a) The project consists of widening of existing bituminous road to 5+5 lane with concrete pavement and Central 3+3

lanes to be access controlled. The Service Roads (2+2 lanes) to be provided whenever required for about 6.29 Km

length;

b) Three new flyovers: Uran Junction, Sanpada Junction &Kamothe Junction;


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c) Duplication of flyovers at Taloja and CMLR junctions;

d) Pedestrian crossing Underpasses at 10 locations and Foot over Bridges at 3 locations;

e) Geometric and Junction improvements as per standards;

f) Toll plaza at Vashi to be upgraded to 8+8 lanes;

g) Toll plaza at Kamothe

h) Landscaping / Beautification of entire project corridor;

i) Renovation / up gradation of existing flyovers, structures; and

j) Electrification of entire project corridor.

Following an international competitive bidding by the state government, the consortium of IVRCL and Kakade

Infrastructure Pvt Ltd. (KIPL) was awarded the project. IVRCL, through its asset holding subsidiary company

IVRCL Assets & Holdings Ltd and KIPL, incorporated Sion PanvelTollwaysPvt. Ltd (SPTPL), a special purpose

vehicle, to implement the project. SPTPL has executed the concession agreement with the Maharashtra

government for a concession period of 17 years 5 months, which is inclusive of the construction period. The

project, being taken up with an outlay of INR17,060 million, would be funded through a senior debt of INR

12,990million while the balance would come in through a combination of equity and internal accruals.IVRCL has

achieved financial closure for the project in May, 2011.Widening of Sion Panvel Highway has been completed.

Vashi Bridge within the city of Navi Mumbai has been fully widened and concretized to 10 lanes (5 lanes in each

direction). New flyovers have been built at Sanpada railway station, Nerul, UranPhata and Kamothe.

3.2.3.6 Mumbai Trans Harbour Link (MTHL)

The proposed Mumbai Trans Harbour Link (‘MTHL’) which connectsSewri (in Island city of Mumbai) to

NhavaSheva (Main land) has been planned with the basic objective of a) Development of Mainland and

reducing pressure on Mumbai City; b) Facilitate decongestion efforts by Improving connectivity between Island

city and main land. The alignment of MTHL is shown in Figure 3-24. The project consists of construction of a

bridge across the Mumbai Harbour connecting interchanges at both ends. The total length of the link will be 22

km and will consist of approach roads, viaducts on inter-tidal zone, bridge across the harbour and interchanges

at Sewri and Chirle.There were attempts in the past to invite the bids in 2004 on BOT basis and in 2008 on a

design build contract basis. In 2009, it was decided to implement the project on a PPP basis under VGF scheme

of Government of India (GoI) for which in-principle approval from GoI was received in April, 2009. However, all

these three attempts are failed due to one or the other reasons. Recently, the State Government has decided to

build the project on the cash-contract mode with financial assistance from JICA. JICA is currently carrying out a

study to assess its social and environmental impact. Once, completed, the formal process of loan signing will

begin. MTHL along with Eastern Freeway (which is opened for traffic in 2013) on Island city side and existing &

planned new roads (ex. Coastal road) on Main land side would provide fast connectivity to proposed NMIA.

3.2.3.7 Virar-Alibaug Multi Modal Corridor (MMC)

One of the major recommendations of CTS was the concept of development of Multi-Modal Corridors (MMC) in

MMR. MMRDA has planned Multi-Modal Corridor from Virar to Alibag (about 140 km) following the existing as

well as the proposed highway corridors to provide a faster connectivity with the ULBs located outside Greater

Mumbai and increase the faster accessibility to inter-city freight traffic. MMRDA initiated the detailed feasibility

study for the MMC corridor and the study is in progress. Metro route has been coded in EMME for analysis of

section loadings, ridership estimates, etc.


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3.2.3.8 Mumbai-Vadodara Expressway Spur in MMR - Virar to Panvel

The alignment of Mumbai-Vadodara Spur in MMR planned by NHAI which starts in Virar and ends in Panvel.

This corridor has been planned for fast movement of port related inter-city traffic (JNPT). NHAI initiated the DPR

for this corridor and the study is in progress. The alignmnet of Virar-Alibaug MMC and Virar-Panvel Spur in

MMR of Mumbai Vadodara expressway are shown in Figure 3-25.

Figure 3-24: Alignment of MTHL from Sewri to Chirle and Connectivity to NMIA


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Figure 3-25: Alignment of VirarAlibaug Multi Modal Corridor and Mumbai-Vadodara Expressway Spur in MMR-Virar to Panvel


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3.2.3.9 Passenger Water Transport (PWT) Connectivity to the NMIA

The PWT terminal on Navi Mumbai side is planned very near to the proposed NMIA (Ulwe). Air passengers using

PWT (from Island city to Navi Mumbai) can access the NMIA very easily using road based modes from the PWT

terminal to NMIA. The possible regional PWT routes from Island city to the NMIA and Belapur, as already

discussed, are as follows and shown in Figure 3-26.

Ferry Wharf to NMIA and Belapur (Blue line)

Radio Club to NMIA and Belapur (Pink line)

Figure 3-26: Regional PWT Routes from Island City to Navi Mumbai &Belapur

The PWT terminal locations in NMIA and at Belapur on NMIA Master Plan are shown in Figure 3-27. Two

alternative PWT terminals have been identified for providing connectivity to NMIA. Air passengers using the

PWT mode (from Island city to Navi Mumbai) can access NMIA very easily using road based mode from the PWT

terminal to NMIA or by using combination of travelators and escalators depending on the distance between the

PWT location and terminals of NMIA. The PWT terminals should be well equipped with sufficient parking area.

Prima facie the PWT routes and terminal locations are feasible. However, further detailed studies need to be

undertaken.

PWT at city level i.e. from different places within Navi Mumbai area like from Vashi, Nerul, Nhava, Uran, etc. to

NMIA may not be as attractive as compared to the road/ rail based modes as these modes provide overall faster

and single mode connectivity.

The estimated potential for Passenger Water Transport system between Island city and Navi Mumbai is

between 32,000 to 36,000 passenger trips/day for the horizon year 2031 with MTHL road and metro. Assuming

two routes operated between Island city and Navi Mumbai i.e. Ferry Wharf-NMIA/Belapur and Radio Club-

Regional PWT

Route: Ferry Wharf to

NMIA/BelapurRegional PWT

Route: Radio Club to

NMIA/Belapur

PWT Terminal

Belapur

PWT Terminal

NMIA

Ferry Wharf

Radio Club


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NMIA/Belapur with 90% and 10% demand split (NMIA Air passengers) respectively, the potential passenger

trips on Radio Club-NMIA/Belapur route in each direction during peak hour is about 180 passengers/hr. The

frequency of operation of Hovercraft with 100 passenger capacity is about 30 minutes (capacity provided would

be 2,00 passengers/hr). The number of hovercraft movements per hour in each direction is about 2. To cater for

the increase in demand, higher capacity hovercraft could be used.

Figure 3-27: Regional PWT Routes from Island City to Navi Mumbai &Belapur: PWT Terminal Locations at NMIA and Belapur shown on NMIA Master Plan

3.2.3.10 Assessment of Evolved Connectivity Plan

The recommended (regional and local) transport connectivity plan is shown in Figure 3-28. It is important to

note that the comprehensive transportation plan for MMR - 2031 includes sub-urban rail corridors, metro

corridors, monorail corridors and highway/expressway corridors, which provide both regional as well as local

transport connectivity to the NMIA. In the present study, specific efforts have been made towards enhancing

the regional and local transport connectivity to the proposed NMIA.

Further, it is important to note that the projects planned by various planning authorities/agencies in MMR

(MMRDA, MSRDC, CIDCO, PWD, Municipal Corporations, Municipal Councils, etc.) have been incorporated in

the connectivity plan appropriately by integrating and ensuring continuity of the corridors. In addition to the

land based transport modes, Passenger Water Transport routes between Island city and NMIA/ Belapurare also

included in the overall plan to enhance the regional transport connectivity to NMIA.

Towards improving the local transport connectivity, improvements to the roads and grade separation facilities

at major intersections in the vicinity of the airport is adopted to improve the traffic operating service levels on

the road network. The proposed enhanced transport connectivity will provide faster access/egress to/from the

PWT Terminal

Belapur

Alternative I:

PWT Terminal NMIAPWT Route

from Island City to NMIA and Belapur

Alternative II:

PWT Terminal NMIA


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proposed NMIA as well as additional transport infrastructure for the other road or public transport users.

Concerted efforts should be made, to develop the identified local and regional connectivity corridors,

particularly the road corridors, as Green Corridors, to enhance the image of MMR and NMIA.

Time taken to travel between two points is considered as a good determinant of level of service any facility

provides. This is true in case of transport connectivity to NMIA also. Travel time is estimated for the horizon

year 2031, for the proposed network, by taking into account factors such as mode of transport, transport

network connectivity, traffic levels on road system, public transport system characteristics (frequency, capacity,

speed, etc.) and time and day of travel.

Assessment of travel times by various major modes, from different TAZs, to the NMIA is done considering the

proposed transport network and travel demand assessed (using EMME software) for the horizon year 2031.

Following are the inferences of the above analysis:

1) Metro is a preferred mode as compared to others, for travel from Island city, Western suburbs, Thane and

Kalyan to NMIA. The average travel time is likely to be about 65 minutes;

2) Average travel time between Bhiwandi and NMIA is about 70 minutes by Sub-urban rail as well as by car/

taxi;

3) Average travel time between Pen-SEZ and NMIA is about 40 minutes by Sub-urban rail as well as by car/

taxi;

4) Car/ Taxi mode offers relatively lower travel time between NMIA and Eastern suburbs (40 minutes), Vasai-

Virar (95 minutes), Mira-Bhayander (85 minutes) and Rural areas of MMR (95 minutes);

5) Average travel times by bus mode from various clusters to NMIA is higher as compared to all other modes;

6) The average travel times from various clusters to NMIA by sub-urban/metro/ monorail, Bus and Car/Taxi is

about 80 minutes, 90 minutes and 70 minutes respectively;

7) The range of travel time from the remotest places of MMR to NMIA by different modes is 60 to 90 minutes;

8) The travel time from CSIA to NMIA by metro mode is about 45 minutes;

9) Average travel time by PWT mode from Island city (Radio Club/ Ferry Wharf terminals) to NMIA is about 40

minutes, which includes waiting time at the terminals(by Hovercraft);

10) Travel time increases in case of travelling by car/taxi/bus from the Island city to NMIA. This is due to the

congestion on the roads; and

11) PWT take less time to reach NMIA from Island city by Hovercraft and it would greatly supplement with

other modes.


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Figure 3-28: Multi Modal Regional and Local Transport Connectivity Plan for NMIA


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3.2.4 Technical Assistance for Project Preparatory Consultancy Services for Implementation of

Transport Infrastructure in Mumbai Metropolitan Region, December, 2011

Mumbai Metropolitan Region Development Authority (MMRDA) carried out Comprehensive Transportation

Study (CTS) and Business Plan for Mumbai Metropolitan Region (MMR)3 during the period 2005-08. CTS and

Business Plan provided recommendations for planned development of transport and other infrastructural

systems in MMR for the periods up to 2031 and 2021 respectively. Major investments exceeding INR 2,00,000

Crores (about US$ 50 billion) are required up to 2031, in order to remove the present deficiencies and meet the

future demands of MMR. For taking forward this effort and translating these plans into preparatory actions for

implementation, MMRDA initiated the Technical Assistance (TA) project.

Aim of the TA is to assist and advise MMRDA in taking up measures and actions towards implementation of the

most urgent recommendations of CTS in the most efficient way, through systematic planning and programming,

to enable MMRDA to initiate the key elements of transportation system improvements immediately.Following

are the components of TA project:

ComponentA: Technical Assistance Services for Implementation of CTS RecommendationswithPart 1 focusing on CTS

Implementation Plan and Identification of Growth Centres and Part 2 focusing on Project Preparatory Works and Funding

Mechanism;

Component B: Technical Assistance and Advisory Services for Development of Growth Centres; and

Component C: Technical Assistance and Advisory Services for Implementation of Business Plan Proposals

Efforts put for preparation and implementation for this kind mandate are enormous. Given the enormity of tasks involved,

and the limited duration of 20 months, in overall scheme of things, the focus was made on the following defined tasks:

a) Task 1: Review, Re-phasing and Fine tuning the CTS Implementation Plan based on the availability of funds with MMRDA and other

agencies in MMR;

b) Task 2: Preparation of a Rolling Plan for Implementation of Projects of Regional Importance in next 5 to 10 years, i.e. up to 2016/

2021;

c) Task 3: Assisting MMRDA in creation of Dedicated Transport Infrastructure fund for UMMTA;

d) Task 4: Identification of Growth Centres

e) Task 5: Study of the RFP (and ToR) of MMRDA and then revise RFP and tender documents for the studies and works to be

undertaken. Extend assistance in short-listingand selection of Consultants;

f) Task 6: Assistance in Pre-Qualification and selection of Contractors for the Identified Projects;

g) Task 7: Assist MMRDA in seeking funding for key projects from multilateral funding agencies;

h) Task 8: Prioritisation of all Identified Growth Centres; followed by preparation of Concept Plans for select Growth Centres;

i) Task 9: Review and Re-phasing of Infrastructure Projects (other than transport projects) given in Business Plan; and

j) Task 10: Extend Assistance in Implementation of Identified Projects.

3.2.5 Strategic Monorail Master Plan and Preliminary Feasibility Study for Select Corridors in MMR,

August, 2010

As a sequel to Comprehensive Transportation Study for Mumbai Metropolitan Region (MMR), 2008 (CTS),

MMRDA and Government of Maharashtra has envisaged development of Monorail system in MMR. This is to be

done without diluting any of the recommendations of CTS. While MMRDA is working towards implementation

of wide ranging recommendations of CTS, augmenting the supply of public transport is considered important.

Monorail is considered as one mode which potentially can be implemented in least time frame and meet

3LEA International Ltd. (LIL), Canada and LEA Associates South Asia Private Limited (LASA), New Delhi (LEA Group) are the consultants on

these major land mark studies.


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growing needs of community. Towards this, MMRDA have retained LASA to prepare Strategic Monorail Master

Plan and also to undertake the Preliminary Feasibility Study of select corridors.

3.2.5.1 Scope of Work

Scope of work of the present study includes following main tasks:

a. Assessment of the potential role of monorail as transport system based on CTS;

b. Preparation of Strategic Master Plan for Mono Rail System in MMR;

c. Assessment of transportation demand on select corridors (up to 100 km) of monorail by undertaking a transport

modelling work using the calibrated CTS travel demand model for 2021, 2031 horizon;

d. Undertaking techno economic feasibility study of select corridors (about 100 km) in consultation with MMRDA based

on preliminary inventory survey limited to tape measurements and on secondary data on environmental aspects;

e. Prioritise the monorail corridors to be implemented in the next 10 years; and

f. Suggest the funding mechanism i.e. Govt. funding or PPP format.

3.2.5.2 Role of Monorail in Meeting the Travel Demand Assessed in CTS

As a part of the CTS, travel demand for horizon years 2016, 2021 and 2031 by mode, by purpose and by zones

are assessed for MMR. This travel demand is mapped to have a feel of the flows and potentials of monorail as a

system in the overall CTS multi-modal transport environment. In order to capture the likely routes where

monorail can be planned, the volume and speeds on the road system, including the volume capacity ratios are

mapped. With all these inputs the corridors which can be proposed for monorail system are identified.

3.2.5.3 Identification of Feeder and Supplementary Monorail Corridors

The alternative technology for handling the relatively higher demands compared to road based public transport

could be by the monorail system. In this context role of monorail as feeder system to metro and sub-urban

corridors is studied with respect to physical accessibility of system. Further, this accessibility is examined in

conjunction with pockets potentially not served. The parameters and proxies considered are population,

employment, trip production, trip attraction, demand catered to by access modes under various trip length

bands, etc. In addition, in the recently announced projects like Dharavi Redevelopment Project (DRP) major

commercial development is proposed. It is for these kind of developments and there is a need of transit

connectivity for faster access/ egress to/from the sub-urban railway network and to reduce the travel by other

road based transport modes.

3.2.5.4 Connectivity to Proposed new Developments

MMRDA is contemplating developing various Growth Centres/Areas, apart from major Rental Housing Schemes

(RHSs) coming up in MMR. All these are major and new developments. It is felt important and therefore

considered appropriate, to see role of monorail in terms of providing accessibility and connectivity to these new

pockets of developments. The parameters of population and employment, along with the activities proposed in

the Growth centres, forms the basis of planning for this form of transit system.

3.2.5.5 Multi-criteria Approach Adopted for Identification of Monorail Corridors

The following criteria are adopted for identification of potential monorail corridors in MMR:

Exclusive Bus Lane (EBL)/ Monorail recommended in CTS;

Bus Vehicles > three (3) per cent of total traffic;

Bus Passenger Demand > to 3,000 persons per hour per direction (PHPD);


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Traffic Volume Levels > 50,000 PCU per day and Buses in PCU > six (6) per cent of total traffic;

Road Link loads in 2031 as assessed in CTS exceeding 50,000 PCU/day both directions and having Volume Capacity ratio >

0.7; and

Road Corridors connecting major activity centres, nodes, new areas of growth/ redevelopments, etc.;

Assessment of potential role of monorail based on CTS outputs in terms of functioning as an access mode to some select

pockets of MMR.

While considering the above criteria, the road corridors satisfying RoW> 24 m are considered, for

accommodating the monorail corridors and stations.

3.2.5.6 Strategic Monorail Master Plan -2031

For evolving the Strategic Master Plan - 2031 for monorail, the following steps are undertaken:

(a) All the corridors based on the recommendations of the CTS are mapped;

(b) Committed monorail projects of MMRDA and other ULBs considered;

(c) Exclusive Bus Lanes as proposed in CTS for 2031 are taken;

(d) Monorail corridors connecting Growth Centres and acting as feeder network considered.

Together this resulted in about 530 km of Strategic Master Plan for Monorail. Figure 3-29 shows the network.

3.2.5.7 Monorail Master Plan – 2021

From the Strategic Monorail Master Plan for MMR - 2031, the identification of network for 2021 is done

following the process as given under:

Dropping of Monorail Corridors which form either Feeder or Main System to Metro and Sub-urban corridors

planned beyond 2021;

Dropping of Monorail Corridors, which are Feeder or Main System to Rental Housing Units planned beyond 2021;

and

Dropping of those Monorail Corridors which are planned as Feeder or Main lines to emerging Growth Centre and

Greenfield opportunities planned beyond 2021.

The above is the process of elimination. Identification of corridors for 2021 is in conformity with overall

Strategic Monorail Master Plan. The network thus identified extends over a length of 277 km. However, this

includes the projects which have already been identified for implementation. Taking those committed

projectsout of the list, leaves the length of monorail to be developed by 2021 to about 230 km (Ref. Table 3-10).


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Figure 3-29: Strategic Monorail Master Plan for MMR - 2031

Table 3-10: Monorail Corridors 2021, Excluding Committed Corridors

Sl.No Corridor Length (km)

1 MR3: Walkeshwar - PD' Mello Road 5.65

2 MR4: GTB - BKC - Bandra – Khar 13.08

3 MR5: JVLR (Lokhandwala Complex to Kanjurmarg) 11.82

4 MR6: Thane HCMTR 21.16

5 MR7: KDMC Ring Monorail (Ulhasnagar - Dombivli) 23.88

6 MR8: Chembur - Koparkairane (along with Ghatkopar Link of 1.2 km) 13.23

7 MR9: Vashi - Koparkairane – Mahape 9.34

8 MR10: Mahape - Koparkhairane - Talvali - Rabale – Airoli 8.06

9 MR11: Mahape – ShilPhata–Kalyan 20.75

10 MR12: Mahape–Panvel 25.94

11 MR13: Kharkopar–Panvel 12.65

12 MR14: Bandra - Mira Bhayander 24.96

13 MR15: Bhartmata (Lower Parel) - Teen Hat Naka (Thane) 19.95

14 MR16: Virar - NH8 19.10

229.57


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3.2.5.8 Corridors for Immediate Implementation and Pre-feasibility Study

MMRDA is taking a pro-active view and action on the implementation of monorail projects. For this, the

corridors found important for implementation by 2021 are prioritised, and from that prioritised list, about 135

km instead of 100 km of monorail lines are identified for pre-feasibility study. The criteria used for prioritization

are:

a) Population/km (within 1 km on either side of monorail corridor);

b) Employment/km (within 1 km on either side of monorail corridor)

c) Number of Rental Housing Units within 1 km on either side of monorail corridor; and

d) Emerging Growth Centre (EGC) within the catchment area of monorail corridor.

The list of projects, identified for implementation within next 10 years, is identified as given in Table 3-11.

Table 3-11: Monorail Corridors 2021, Excluding Committed Corridors

Sl.No Corridor Length (km)

1 Lokhandwala Complex –SEEPZ- Kanjurmarg-EEH 13.14

2 Kalyan-Ulhasnagar-Dombivli 26.40

3 Chembur-Ghatkopar-Koparkairane 15.72

4 Mahape–ShilPhata-Kalyan 21.10

5 Chikaldongri RHS-Virar Railway Station 4.60

6 Mulund-Gorai (along GMLR, SV Road, etc.) 30.00

7 Thane/Navpada-Ghodbunder-Mira Bhyandar-Dahisar 24.25

Total 135.21

Having come to this stage, a number of discussions took place with the TAC members and the MMRDA officers.

Based on the progress on project implementation in the MMR, finer modifications were suggested to the above

stated corridors. To give an overview, Table 3-12 is enclosed to give a comparative list of finalized corridors

falling in Strategic Monorail Master Plan -2031, Monorail Master Plan – 2021 and prioritized corridors for pre-

feasibility study.


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Table 3-12: Corridors Comprising Strategic Monorail Master Plan-2031, Master Plan-2021 and Corridors Selected for Prefeasibility Study

Sl. No.

Line Name (List of Potential Monorail Corridors examined as per Multi Criteria

Approach and Corridors identified by MMRDA)

Length Remarks

Strategic Monorail

Master Plan (upto 2031+)

Monorail Master Plan

(upto 2021+)

Corridors Considered

for Pre-Feasibility

Study

1 Jacob Circle- Wadala– Chembur 19.6 Identified by MMRDA 19.6 19.6

2 Thane-Bhiwandi-Kalyan (further extension to Badalapur during 2022-2031+)

43.29 CTS proposed metro from Thane to Kalyan. MMRDA considered it for monorail and further extended the alignment from Kalyan to Badalapur. 43.29 27.00

3 Walkeshwar -Wadi Bandar 5.66 Difficult to implement and lakh of adequate space for Depot location

4 GTB - BKC - Bandra–Khar 10.12 Identified by MMRDA and this corridor was dropped

5 Lokhandwala-Kanjurmarg 11.84 13.14 13.14 13.14

6 ThaneHCMTR: Kopri-Waghle-Balkum-Kopri 20.57 Proposed in CTS study as Exclusive Bus Lane/ Monorail and BRTS has been considered

7 Kalyan-Ulhasnagar –Dombivli 26.4 Identified in the present study 26.40 26.40 26.40

8 Chembur-Ghatkopar-Koparkairane 15.72 Identified in the present study 15.72 15.72 15.72

9 Vashi - Koparkairane–Mahape 7.74 Identified by NMMC and located within NMMC area. This corridor is likely to be implemented by NMMC.

10 Mhape - Koparkhairane - Talvali - Rabale - Airoli 7.78

Identified by NMMC and located within NMMC area. This corridor is likely to be implemented by NMMC.

11 Mhape - Shilphata–Kalyan 21.1 Identified in the present study 21.1 21.1 21.1

12 Mhape–Panvel 25.94

Identified in the present study and located within NMMC area. Implementation of this corridor may be taken up by NMMC.

13 Kharkopar–Panvel 12.64 Proposed in CTS study as Exclusive Bus Lane/ Monorail and BRTS is proposed

14 ArnalaBeach - Virar Station 8.0 Identified in the present study and the alignment was changed as Chikaldongri RHS-Virar Railway Station 4.6 4.6 4.6

15 Mulund-Gorai Creek (along GMLR, S V Road, etc.) 30.00

Proposed by MMRDA 30.00 30.00 30.00

16 Walkeshwar - GadgeMaharaj Chowk/ Jacob Circle 5.88

Identified in the present study. This is extension of first monorail corridor. 5.88

17 Lowerparel - Sion Station 8.65 Identified in the present study. Keeping in mind MMRDA proposal of flyovers and underground metro corridor (Colaba to Mahim), this corridor can be dropped.

18 Bandra - Borivli (WEH) 19.17 Identified in the present study. Keeping in mind MMRDA proposal of BRTS, this corridor can be dropped.

19 Borivli - Mira Bhayander 5.79

MMRDA proposal of BRTS can be extended from Borivali to Mira Bhayander. Hence this corridor can be dropped.

20 Khar Area 2.83

Identified in the present study. Earlier it was connected to BKC Monorail and later it was removed. Hence this corridor has been dropped.

21 PowaiLake - Goregaon (AareyColony Road) 8.17

Identified in the present study. Alignment of GMLR monorail corridor overlaps and hence this corridor has been dropped.

22 Malad (WEH) 4.09

Identified in the present study and difficult for implementation due to unavailability of land for Depot nearby.

23 Kandivli (WEH) 4.87

Identified in the present study. Part of this corridor was part of GMLR monorail corridor. Hence, this corridor was dropped.

24 Uttan/Borivli - Bhayander (NH8) 21.86 Identified in the present study 21.86

25 Vasai - Vasai Road -NH8 12.62

Identified in the present study 12.62

27 Sion - Ghatkopar (along LBS) 6.86

Identified in the present study and difficult for implementation due to unavailability of land for Depot nearby.

28 Ghatkopar–Navpada 12.53 Identified in the present study. Keeping in mind MMRDA proposal of BRTS, this corridor has been dropped.

29 Pokhran – Mulund 7.35 Identified in the present study 7.35


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Sl. No.

Line Name (List of Potential Monorail Corridors examined as per Multi Criteria

Approach and Corridors identified by MMRDA)

Length Remarks

Strategic Monorail

Master Plan (upto 2031+)

Monorail Master Plan

(upto 2021+)

Corridors Considered

for Pre-Feasibility

Study

30 Bhiwandi Ring 22.67 Identified in the present study 22.67

31 Titwala–Ambernath 11.19 Proposed in CTS study as Exclusive Bus Lane/ Monorail and BRTS is proposed

32 Pipeline (on Kalyan-Panvel Monorail Corridor)- Badlapur 8.76

Identified in the present study 8.76

33 Kalyan - Narthengaon–Panvel 36.64 Proposed in CTS study as Exclusive Bus Lane/ Monorail and BRTS is proposed

34 Thane –Panvel 41.03 Proposed in CTS study as Exclusive Bus Lane/ Monorail. Considering operation of sub-urban services from Diva-Panvel line, this corridor has been dropped.

35 Mulund - Airoli - Shill Phata 8.16

Identified in the present study. As majority of the corridor length is parallel to the Thane-Vashi sub-urban line, this corridor has been dropped.

36 Thane - Airoli–Shilphata

7.57

Identified in the present study. As majority of the corridor length is parallel to the Thane-Vashi sub-urban line, this corridor has been dropped.

37 Thane/Navpada-Ghodbunder-Mira Bhyandar-Dahisar 24.25

Metro Proposal in CTS. Requirement of Monorail or Metro need further DPR studies (as discussed during the meeting on 15th Feb., 2010) 24.25 24.25 24.25

Total 523.09 277.24 181.81 137.96


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3.2.5.9 Demand Assessment on the Proposed Monorail Corridors

In CTS for MMR, mode wise travel demand for horizon year 2021 is available. Addition of monorail network

(as identified for 2021) to the CTS network of 2021 is expected to bring changes in the mode wise travel

demand. Travel demand model of CTS is used for forecasting mode wise travel demand for the horizon years

2016 and 2021, with the incorporation of monorail network. For modelling purposes, monorail network is

treated as metro corridors, as most of the system parameters like speed, fare, etc. are same4. Travel demand

thus assessed for the proposed monorail corridors for the horizon years 2016 and 2021 is presented inTable

3-13.

Table 3-13: Assessed Travel Demand on the Proposed Monorail Corridors for the Horizon Years 2016 and 2021

Corridor Name Length (km) 2016 2021

Max PHPD Daily Ridership Max PHPD Daily Ridership

Jacob Circle- Wadala– Chembur 19.60 6023 307030 7500 328650

Thane-Bhiwandi-Kalyan 27.00 12486 513818 14632 589209

GMLR-Mulund-Goregaon-Borivali 30.00 18181 654165 19852 734165

ArnalaBeach - Virar Station 4.60 15137 183601 18170 223448

Lokhandwala-Kanjurmarg 13.14 13849 409503 15168 451180

Thane/Navpada-Ghodbunder-Mira Bhyandar-Dahisar 27.20 11813 456946 14989 565691

Kalyan-Ulhasnagar –Dombivli 26.40 11686 348748 14384 421409

Chembur-Ghatkopar-Koparkhairane 15.72 14882 446390 16936 511680

Mhape - Shilphata–Kalyan 21.10 14802 250980 17256 292094

3.2.5.10 Corridors alignment, stations and cost

Preliminary technical feasibility study is undertaken for the monorail corridors, identified for immediate

implementation. Site inspection is undertaken to assess the availability and suitability of land for monorail

alignment. In addition to this, locations for stations and depots, by each of the monorail line is identified and

proposed. The findings of the same are given in this section.

Alignment

It is generally observed that most of the proposed monorail corridors will not face any problem with respect

to the alignment. Only in some cases, the existing ROW is seen to be less than the required minimum of 24 m.

Special efforts in such cases will have to be made to acquire more ROW, or plan for realignment of the route,

based on the availability of land.

In addition to this, in some of the locations, structures are observed, which will require extra elevation of the

alignment of the proposed monorail line. However, at the time of the Detailed Project Report, these issues can

be resolved amicably and with most cost effective solutions.

Station and Depot Locations

During the site visit, number and type of stations, by each of the proposed monorail line is identified. The

availability of land is also assessed and examined for development of a station or depot, in the proposed

locations. Summary on the number of proposed stations by each selected monorail corridor as well as the

location of depots is presented inTable 3-14.

4While CTS was being undertaken, monorail was not considered as a separate mode, hence it was not modeled. In the present study, there

was no provision of the demand model to be updated with respect to additional mode of transport; hence monorail has been considered as

metro for the purpose of modeling the demand.


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Table 3-14: Number of Stations Proposed and location of Depot by each Monorail Corridor

Sl. No.

Corridor Name Length

(km) No. of

Stations

No. of Stations

Integrated with

Proposed Metro/

Monorail Stations

No. of Stations

Integrated with Sub-

urban Stations

Proposed Location of

Depots

1 Mulund-Gorai Creek (along GMLR, S V Road, etc.)

30.00 19 3 3 Gorai

2 Chikaldongri RHS - Virar Railway Station 4.60 4 1 1 Chikladongri

3 Lokhandwala-SEEPZ- Kanjurmarg-EEH 13.14 10 2 1 Lokhandwala

4 Thane/Navpada-Ghodbunder-Mira Bhyandar-Dahisar

24.25 16 6 - Dahisar area

5 Kalyan-Ulhasnagar – Dombivli 26.40 20 1 1 Durgadi Fort and Nandivili

6 Chembur-Ghatkopar-Koparkhairane 15.72 7 6 3 Mahape

7 Mahape - Shilphata – Kalyan 21.10 15 4 1 Mahape

Preliminary Cost

The preliminary cost estimated for each of the monorail system is based on unit rates, which are as follows:

a) Broad unit cost (inclusive of all items) of elevated monorail corridor over the ground is INR 1,390 million/km; b) Broad unit cost (inclusive of all items) of elevated monorail corridor over a creek/ mud flats/ mangrove areas is INR

5,560 million/km; c) Broad unit cost (excluding land, R&R and taxes) of elevated monorail corridor over the ground is INR 1,070 million/km; d) Broad unit cost (excluding land, R&R and taxes) of elevated monorail corridor over the creek/ mud flats/ mangrove

areas is INR 4,280 million/km.

Corridor wise cost estimation is carried out and summary of the same is presented inTable 3-15.

Table 3-15: Cost Estimates of Monorail Corridors @ 2009-10 prices (in million)

Corridor Name

Length (km) Cost inclusive of all Cost Excluding Land Cost, R&R and

Taxes

Ove

r th

e

Gro

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Tota

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r th

e

Cre

ek/

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ats/

Ma

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ove

are

as

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Ove

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flat

s/M

a

ngr

ove

are

as

Tota

l Mulund-Gorai Creek (along GMLR, S V Road, etc.) 30.00 30.00 41700 0 41700 32100 0 32100

Chikaldongri RHS - Virar Railway Station 4.60 4.60 6394 0 6394 4922 0 4922

Lokhandwala-SEEPZ-Kanjurmarg-Eastern Express Highway 13.14 13.14 18265 0 18265 14060 0 14060

Thane/Navpada-Ghodbunder-Mira Bhyandar-Dahisar 24.25 24.25 33708 0 33708 25948 0 25948

Kalyan-Ulhasnagar - Dombivli 26.40 26.40 36696 0 36696 28248 0 28248

Chembur-Ghatkopar-Koperkhairane 12.12 3.6 15.72 16847 2001

6 36863 12968 15408 28376

Mhape - Shilphata - Kalyan 21.10 21.10 29329 0 29329 22577 0 22577

Total 131.6

1 3.6

0 135.2

1 18293

8 2001

6 20295

4 140823 15408 156231

3.2.5.11 Economic Analysis

Economic analysis of the identified monorail lines is carried out, by each of the corridor. In order to assess the

benefits, the demand as estimated in the CTS is considered. As a part of CTS, a transport network is proposed.

These proposals are for the horizon years 2016, 2021 and 2031. When actually these projects will be

implemented will depend upon the availability of funds with MMRDA. The identified monorail network, on the

other hand, is likely to be implemented soon. Hence, clarity with respect to which of the CTS

recommendations will already have been implemented by then is not there. Therefore, in order to assess the

benefits for each of the individual Monorail line only the committed network has been considered. The


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network with only presently committed projects forms the ‘do minimum’ network. One monorail line at a time

is inserted on this network to give the ‘with project’ scenario. The benefits are estimated thereon and

economic analysis is undertaken.

Economic evaluation is undertaken for a period of 35 years. The output of the analysis is in the form of

Economic Internal Rate of Return (EIRR) and Net Present Value (NPV) at 12% rate of discount. The results of

the analysis are given inTable 3-16.

Table 3-16: Results of Economic Analysis Base case

Name of Line Length (km)

EIRR (%) NPV (Rs million)

25 yrs 35 yrs 25 yrs 35 yrs

Mulund -Gorai Creek Monorail Corridor 30 26.3% 26.5% 26670.2 30513.7

Chikaldongri RHS Virar Railway station Monorail Corridor5 4.6 48.0% 48.0% 8090.8 8680.5

Lokhandwala-SEEPZ-Kanjurmarg -Eastern Express Highway Monorail Corridor 13.14 45.0% 45.0% 35740.6 39241.7

Thane - Ghodbunder -Mira Bhyander -Dahisar Monorail Corridor 24.25 25.6% 25.8% 23900.0 28085.4

Kalyan-Ulhasnagar-Dombivili Monorail Corridor 26.4 28.7% 28.9% 18951.6 22096.2

Chembur-Ghatkopar Koperkhairane Monorail Corridor 15.72 28.1% 28.2% 17655.5 20554.6

Mhape- Shilphata-Kalyan Monorail Corridor 21.1 29.1% 29.3% 15734.5 18302.5

All the monorail lines are seen to be economically viable. A sensitivity analysis is undertaken with the

incorporation of following parameters:

Increase in cost by 10%;

Reduction in benefits by 10%; and

Increase in cost by 10% along with reduction in benefit by 10%.

The sensitivity analysis shows the viability of each of the monorail line, in the worst of the cases of both

increase in cost coupled with reduction of benefits. The results of the sensitivity analysis are presented inTable

3-17. The most attractive project, from the perspective of the society is Chikaldongri RHS Virar Railway station

Monorail Corridor. This corridor provides connectivity to a major proposed rental housing scheme. The

monorail corridors, is desirable from the society’s point of view. Even in the worst case of sensitivity, the

project corridors are found to be economically viable with positive net present values and EIRR greater than

12%. Hence, based on the above results, all the projects are recommended for implementation.

5 Due to proposed one lakh low cost residential housing units (RHU) forChikaldongri region, an increase of 30% of VOC and VOT benefits is

considered for this corridor only.


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Table 3-17: Results of Sensitivity Analysis

Name of Line Length

(km)

Sensitivity 1: Increase in Base cost by 10% Sensitivity 2: Reduction in Base Benefits by 10%

Sensitivity 3: Increase in Base Costs by 10% and

Reduction in Base Benefits by 10%

EIRR (%) NPV (Rs million) EIRR (%) NPV (Rs million) EIRR (%) NPV (Rs million)

25 yrs 35 yrs 25 yrs 35 yrs 25 yrs 35 yrs 25 yrs 35 yrs 25 yrs 35 yrs 25 yrs 35 yrs

Mulund -Gorai Creek Monorail Corridor 30 24.5% 24.8% 24910.0 28753.5 19.7% 19.8% 4850.5 4715.9 18.0% 18.1% 8521.6 8747.0

Chikaldongri RHS Virar Railway station

Monorail Corridor (With 30% increase in the

VOC and VOT benefits due to Rental housing

schemes) 4.6 44.3% 44.3% 7855.6 8445.3 37.7% 37.7% 2846.5 2828.7 34.4% 34.4% 3869.5 3894.5

Lokhandwala-SEEPZ-Kanjurmarg -Eastern

Express Highway Monorail Corridor 13.14 42.4% 42.4% 34975.5 38476.7 37.7% 37.7% 14628.3 14641.4 35.2% 35.2% 19019.2 19322.6

Thane - Ghodbunder -Mira Bhyander -Dahisar

Monorail Corridor 24.25 24.0% 24.2% 22420.3 26605.7 19.2% 19.3% 4097.3 4035.5 17.6% 17.7% 7462.8 7783.4

Kalyan-Ulhasnagar-Dombivili Monorail

Corridor 26.4 27.0% 27.2% 18037.5 21182.1 19.0% 19.0% 759.9 664.0 17.2% 17.3% 3521.4 3614.5

Chembur-Ghatkopar Koperkhairane Monorail

Corridor 15.72 26.3% 26.5% 16737.3 19636.4 18.8% 18.8% 879.5 842.7 17.0% 17.0% 3371.7 3506.1

Mhape- Shilphata-Kalyan Monorail Corridor 21.1 27.4% 27.6% 15003.9 17571.9 19.4% 19.5% 803.1 727.6 17.6% 17.7% 3085.4 3164.2


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3.2.5.12 Conclusion

The monorail corridors are desirable from the society’s point of view. Even in the worst case of sensitivity, the

project corridors are found to be economically viable with positive net present values and EIRR greater than

12%. Hence, based on the above results, the projects are recommended for implementation.

From commercial perspective, the above analysis clearly indicates that most of the monorail corridors are not

attractive financially. There is a need to take alternative routes to implement these projects, with minimum

burden falling on the government resources. Therefore the following can be considered:

a full tax exemption on the monorail lines, which are not commercially attractive;

an increase in the concession period beyond 35 years;

provide maximum VGF to the operators; and

re- look into the prevailing tariff structure for such transport systems, which result in substantial time

savings to the passengers.

3.2.6 DPR for Siddhi Vinayak Temple-Sewri-Dhutum-Dushmi Metro Corridor, April 2010

The metro corridor from Prabhadevi/Siddhi Vinayak to Sewri is part of the Mumbai Metro Master Plan. It’s

extension on to the main land was proposed in CTS for MMR study, 2009. MMRDA with an intension of

developing a road cum transit facility along the Mumbai Trans Harbour Link initiated the DPR study and

appointed RITES in 2009.

The alignment starts from Siddhi Vinayak-below Prabhadevi metro station on Colaba-Mahim metro line. It runs

east ward along Sayani Road, J. Bhatankar Marg and Acharya Dhonde Marg. It also crosses Western and Central

Railway tracks at km 0.970 km and 1.015 km respectively. It passes railway tracks at Sewri between km 3.185

and km 3.194 and Haji Bunder at km 3.229 before entering Mumbai Port trust premise from km 3.244. It

reaches sea bank at km 3.876. Henceforth the alignment passes through sea. A 16.00 km length railway sea

bridge is proposed to be constructed across the sea between km 3.876 and km 19.889. It enters Navi Mumbai

area near Shivaji Nagar (Kharkopar). Alignment length in Navi Mumbai area is 29.35 km, which passes through

barren/ agriculture land in Shivaji Nagar, Gavan, Dhutum, Waltikhar, Boricha, Kotha, Jui, Pirkone, Sarde,

Vasheni, Punade, Kelavane, Sai, Kasarbhat, Kharpada and Dushmi. Part of alignment length also falls in the areas

of proposed NMSEZ and MMSEZ. Alignment terminates at Dushmi on the bank of Patalganga river. A transport

hub is proposed at this location with the provision of ISBT and new railway station along with metro rail

terminal station. The total length of the alignment between the dead ends is 49.600 km; which is proposed to

be implemented in two phases; in first phase Siddhi Vinayak to Dhutum (27.9 km, Underground, TBM: 3.814

km, Underground, Box Pushing: 0.067 km and Underground, Cut & Cover: 0.098 km, Elevated: 5.681 km, At-

grade: 2.08 km and sea bridge: 16.160 km) and Dhutum to Dushmi (21.7 km, all is at-grade) in second phase. A

total of 20 stations are proposed along the entire length of alignment; out of which 8 stations are in Phase 1, 8

are in Phase 2 and 4 stations are for future stations.

The PHPD estimates for phase 1 corridor i.e. Siddhi Vinayak to Dhutum for the year 2016, 2021 and 2031 is

32,000, 36,000 and 42,000 respectively. The PHPD estimates for phase 2 corridor i.e. Dhutum to Dushmi for the

year 2021 and 2031 is 15,000 and 22,000 respectively. The estimated daily ridership for the horizon years 2016,

2021 and 2031 is 17.00 lakhs, 25.00 lakhs and 34.00 lakhs respectively. The total project cost @ March, 2010 for

the Siddhi Vinayakto Dhutum corridor is INR 11,668 Crores and for Dhutum to Dushmi corridor is INR 4,101

Crores (This cost include general charges @ 5% on all items except land and 3% contingencies on all items and


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also inclusive of Octroi &Insurance). The total completion cost of Phase 1 and Phase 2 corridor is INR 21,350

Crores. The EIRR estimated is 14.63%. The FIRR estimated with property development is 5.52%.

3.2.7 MTHL Study, All India Institute of Local Self Government, January 2010

All India Institute of Local Self Government has carried out financial feasibility study for MTHL project with the

objective to provide assistance in the context of the Mumbai Trans Harbour Sea Link Project (MTHL) in

developing the conceptual model based on an underlying robust commercial business model, derived with

inputs gathered from stakeholder discussions and analysis undertaken. The scope included was evaluation of

range of Models for developing the project on PPP/BOT basis and arrive at the preferred model for making the

project attractive to bidders, while minimizing risk and cost to Government agencies. The study findings are

briefly presented as follows:

a) The project is not expected to be viable (EIRR of less than 16%) with toll revenue as the only source of income even after considering 40% grant from the government/government agencies.

b) Returns to the equity holders may be increased by Enhancing the project revenue and/or reducing the capital burden c) Three alternative conceptual models for revenue enhancement and capital sharing have been developed and evaluated. These

are, Model A: Toll + Real Estate Revenue, Model B: Toll Revenue with Government Agencies support and Model C: Annuity. d) The preferred model recommended/ chosen was a combination of Model A and Model B. Key features are, Rights for

development of Real Estate on ROW, Grant from GoI: 20%, Grant from State Government agencies: upto 20% and Concessional debt @ 9%. Brief details on the preferred model is as follows:

MTHL project would commence from the sea front at Sewriand terminate at the interchange at Chirle, connecting NH-4B

Project scope would include construction of 6 lanes of road and provision for 2 lanes of metro

Project is proposed to be constructed in two phases, Phase 1 would comprise the complete foundation work and the structure for 3 lanes and Phase 2 of the project, structure of the remaining 3 lanes of road & provision for 1 lane of metro, would commence immediately after the completion of Phase 1

The concession period would be 45 years

The base project cost is INR 5,820 crores @ 2009 prices and the Total Project Cost is INR 8,311 crores (Phase 1: INR 6,084 crores and Phase 2: INR 2,227 crores)

Toll rates assumed for Car, Bus/LCV, Truck and Multi Axle Vehicles is INR 105, 205, 205 and 410 respectively for the year 2015

Proposed Project Funding Scheme: MMRDA VGF (at the most): 10%, Concessional Debt from MMRDA (@ 9% per annum, 5 year moratorium and 25 years loan term): 20%, GoI VGF: 20%, Promotors Equity: 21%, Senior Loan: 29%. Thus the Total Government Support is 50% (30% MMRDA and 20% from GoI).

In addition to the grant and concessional debt, it is proposed that MMRDA would provide development rights for 4.5 million sqft of space on the RoW at the Sheva side, Main Land, development of urban infrastructure on main land and construction of interchange at Sewri.

3.2.8 Comprehensive Transportation Study for MMR, 2008

Mumbai, the financial capital of India has and is expected to witness phenomenal growth. Mumbai

Metropolitan Region (MMR) is one of the fast growing metropolitan regions in India. The region comprises 7

municipal corporations, 13 municipal councils and 996 villages and extends over an area of 4,355sqkm. MMR is

assessed to have population and employment (both in terms of formal and informal) in the year 2005 as 20.8

million and 7.6 million respectively. The dominant feature of the passenger movements in Mumbai is

overwhelming dependence of the travelling by foot and public transport modes. In MMR, public transport

systems are overcrowded and the road network is congested as there is a large gap between the demand and

supply.

The Government of Maharashtra through MMRDA with technical assistance from the World Bank under MUTP

has embarked on preparing the Comprehensive Transportation Study (CTS) for MMR known as TRANSFORM

(TRANSportation Study FOR the region of Mumbai) with prime objective of identifying travel pattern of

residents in MMR and recommend long term comprehensive transportation strategy for MMR up to 2031.

Four stage travel demand modelling approach has been adopted in the study. Six purposes (Home Based Work

Office, Home Based Work Industry, Home Based Work Others, Home Based Education, Home Based Others and

Non Home Based) and seven modes (Sub-urban train, metro, bus, auto, taxi, car and two-wheeler) have been


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considered to appreciate travel patterns and to undertake travel demand analysis. EMME (Equilibre

Multimodal, Multimodal Equilibrium) has been used for travel demand modelling and network analysis.

For development of intergraded land use transport plan, four population scenarios and four employment

scenarios have been considered with a strategy of either high intensification of Greater Mumbai or high

intensification of rest of MMR. This led to consideration of combination of sixteen population-employment

scenarios. Population and employment figures for all the horizon years between 2005 and 2031 have been

estimated based on the likely growth of different clusters of the region Travel demand and network analysis has

been carried out for assessment of transport infrastructure requirements for 2016, 2021 and 2031. Brief

summary of the study findings and recommendations are presented as follows:

The length of metro network for the horizon year 2016 and 2021 is 228 km and 318 km respectively, which further expands to 435 km by 2031. Most

of the metro network proposed by 2016 is located in MCGM and Navi Mumbai. The metro lines considered are of twin track, one track per direction.

Total length of new suburban rail network is approximately 248 km. The majority of the new suburban rail network corridors are required by 2016,

with minimal addition thereafter. Only twin track corridors have been proposed, with one track per direction.

The highway network, which includes higher order transport network (fully access controlled) and arterial corridors for the horizon year 2016 and

2021 is 982 km and 1,229 km respectively. The 2021 network is further required to be developed and augmented by another 510 km by 2031 to be

extending over 1,740 km. It is recommended that, all major sea-links and bridges will have the lane configuration reflecting 2031 requirements. Most

of the higher order transport network has been considered to have at least eight (8) lane divided main carriageway by 2031. However, for 2021/2016

they shall be of six (6) lane divided carriageway only.

Along some of these corridors, Exclusive Bus Lanes (EBL) have been proposed for the horizon years where the travel demands on parallel metro

corridors were insufficient to justify investments in a metro line for the time horizons being considered. The approximate length of EBL network

proposed by 2016, 2021 and 2031 is 165 km, 112 km and 79 km respectively.

Based on studies made by other agencies provisions have been made in the budgets for Passenger Water Transport (PWT) on the west coast, east

coast and on other routes. The proposed investment by the horizon year 2016 is about INR 480 crores.

Inter-State bus terminals, inter-city/ intra regional bus stations, major/ minor truck terminals, inter-city rail terminals have been proposed as part of

transport plan for the horizon years 2016 (INR11.3 billion), 2021 (INR 20.4 billion) and 2031 (INR 30.4 billion).

Road safety measures, traffic management measures are being recommended. These measures include intersection improvements, flyovers/

interchanges, pedestrian facilities (FOBs and Subways), ROBs/ RUBs, footpath improvements, traffic signal installation/ Area Traffic Control

Systems, etc. An approx. investment needed for these is assessed to be INR 58.6 billion by 2016.

Along the entire higher order road/highway network and on proposed new and upgraded arterial roads it is recommended to have footpath facilities

on either side with guard rails (typically of to 2.0 m width). This is for safe movement of pedestrians. The cost for footpaths is included in the

roadway costs.

Safety measures within the existing suburban railway stations like FOBs for non-rail commuters, provision of guard rails between the tracks to avoid

crossing of tracks by rail commuters, etc. have been proposed. Budget provisions for these improvements are INR 4.8 billion.

The total cost of transport network for the horizon year 2031, 2021 and 2016 is INR 2,080, INR 1,640 and INR 1,340 billion respectively at 2005-06

prices.

Alternative institutional arrangements have been examined such as “Reinforcing the coordinating role of MMRDA” and “Establishing a new Unified

Metropolitan Transport Authority (UMTA)”.

The total infrastructure investment is proposed to be funded by 47% by private investment in PPP format, 12% by borrowings, 13% by SPV and

27% by Government own funds. This allows enough cushion to allow for uncertainties.

Recommended metro corridors/ lines, sub-urban corridors/lines and Highway corridors proposed for the

horizon year 2031 are presented in Table 3-18, Table 3-19 and Table 3-20 respectively and shown in Figure

3-30&Figure 3-31.


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Table 3-18: Recommended Metro Corridors/ Lines for the Horizon Year 2031

Line No. Metro Line Description Length (kms)

M1 Versova-Andheri-Ghatkopar 15.00

M2 Mankhurd-Mahim-Charkop 32.60

M3 Backbay-Bandra 19.20

M4 Charkope-Dahisar 7.50

M5 Ghatkopar-Mulund 12.40

M6 BKC-Kanjurmarg via Airport 19.50

M7 Andheri (East) - Dahisar (East) 15.90

M8 Hutatma Chowk-Ghatkopar 22.40

M9 Sewri-Prabhadevi 3.50

M10 Dahisar-Mira Road-Manikpur-Virar 29.90

M11 Thane Ring Metro 19.40

M12 Thane-Ghodbander-Dahisar 27.20

M13 Balkhum (Thane)-Bhiwandi-Kalyan-NarthenGaon 33.30

M14 Phokhran-Thane 5.00

M15 Kushavali-Ambernath 10.40

M16 Kanjurmarg-Mahape-KalyanPhata-Pipe Line 13.20

M17 Mankhurd-Vashi-NarthenGaon 24.10

M18 Vashi-Belapur-New Airport-Panvel 18.80

M19 Targhar-Kharkopar-NhavaSheva-Dronagiri 18.70

M20 Kharkopar-Dhutum-Pirkone-Shirki-Vadkhal 30.50

M21 Dronagiri-Pirkone-Jite 13.80

M22 Shirki-Washi-Jite 9.90

M23 Fort (Horniman Circle) - Uran - Dronagiri 15.90

M24 Sewri-Kharkopar 19.70

Total 435.50

Table 3-19: Recommended Sub-urban Corridors/ Lines for the Horizon Year 2031

Line No. Sub-urban Line Description Length (kms)

S1 Diva-Vasai Road 40.1

S2 Panvel-Jite-Thal 60.9

S3 Rewas Port (new link) 10.6

S4 Panvel-Karjat 27.6

S5 Panvel-Uran 26.9

S6 Kharkopar-Jite (new link) 22.9

S7 Ranjanpada-Kharkopar-Targhar-Seawood (new link) 13.9

S8 Thal-Alibag (new link) 5.4

S9 Diva-Panvel 26.7

S10 Thane-Bhiwandi 12.5

Total 247.50

Table 3-20: Recommended Highway Corridors for the Horizon Year 2031

Sl. No. Highway Corridor Description Length (kms)

H1 Eastern Freeway 22.5

H2 Elevated Link (Sewri-WorliSea Link) 5.6

H3 MTHL: Sewree to Kharkopar (Main Link over the creek) 17.2

H4 MTHL: Kharkopar to Rave (Link overground ) 18.1

H5 Inner Ring (Kaman-Bhiwandi Rd.) 22.0

H6 Inner Ring (Bhiwandi Rd-Panvel-Dronagiri): EBL Corridor (2016, 2021, 2031) 34.0

H7 Middle Ring (Bhiwandi-Nandivali-NarthenGaon) 18.6

H8 Middle Ring (NarthenGaon-Panvel-Kharkopar): EBL Corridor (2016, 2021, 2031) 35.5

H9 Outer Ring Road: Khopoli-Jite-Rewas Port 36.8

H10 Radial-1 (NH-8) 26.0

H11 Radial-2 (Part of NH-3) 36.4

H12 Radial-3 (Bhiwandi Bypass) 14.0

H13 Radial-3 (Bhiwandi Bypass): EBL Corridor (2016, 2021, 2031) 9.0

H14 Radial-4 (Nahur-Airoli-Nilaje-Badlapur): EBL Corridor (2016, 2021) 33.8

H15 Radial-5 (Chembur-Mankhurd-Vashi-Taloja) 26.0

H16 Radial-6 (Vashi-Belapur-Kalamboli) 14.9

H17 Radial-7 (Uran-Pen) 22.3

H18 Radial-8 (New Airport-Nhava-Uran-Rewas) 22.2

H19 Thane-Ghodbunder Road: EBL Corridor (2016) 16.1

H20 WesternSea Link North Extn (Bandra-Dahisar) 26.0

H21 Western Sea Link North Extn (Dahisar-Virar): EBL Corridor 2016 38.0

H22 WesternSea Link South Extn (Worli-ColabaSea Link) 13.7

H23 Ghatkopar - KoparkairaneCreekBridge 8.9

H24 Mumbai- Sawantwadi Expressway 21.2

Sub-Total 538.60

Up-gradation of Existing Arterial Roads 781.40

New Arterial Corridors/ Links 419.00

Sub-Total 1200.40

Total 1739.00


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Figure 3-30: Recommended Transport Network: Transit for Horizon Year 2031


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Figure 3-31: Recommended Transport Network: Highway for Horizon Year 2031

Final Report Comprehensive Mobility Plan (CMP)

for Greater Mumbai

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3.2.9 East-West (Sewri-Worli) Corridor and Sewri Interchange for MTHL Dispersal, 2007

MTHL meets Eastern Freeway at Sewri. Dispersal of MTHL traffic is required fast for efficient and safe

movement of vehicles. MMRDA has carried out a feasibility study for MTHL dispersal on Island city side. The

traffic dispersal has been planned through Eastern Freeway-for Colaba side and Wadala side (which is currently

under construction) as well as from Acharya Dhonde Marg. An elevated corridor is proposed at first floor from

Sewri on PD Mello Road to Worli (connection to proposed Western Freeway Sea Link). The length of the

corridor is about 4.0 km. As part of this study, necessary topographic survey, geotechnical investigations and

material surveys have been carried out for preparation of detailed designs and estimates. Alternative options

for Interchange facility at Sewri have been developed. The estimated cost of the project is about INR 551 crores

(@ 2007 prices).

3.2.10 Study on Travel Patterns of the Poor in Mumbai, World Bank, September, 2005

Mumbai was one of four cites being used as part of a major research project by the World Bank on the travel

patterns of the urban poor. The objectives of the Study were to understand the activity and mobility patterns

of the poor urban dwellers in MMR, identify key constraints on their mobility and suggest how these constraints

may be addressed. The study included a random household interview survey of 5,000 households in MMR. The

study report was published in September 2005.

3.2.11 Mumbai Metro Master Plan, 2004

Master Plan for Mumbai Metro reports that since share of public transport was falling6, it was necessary to

explore new modes which could lure away commuters from privatised modes and, for this reason, MMRDA

commissioned DMRC to prepare the Master Plan. Objectives of the study included preparation of Master Plan,

prioritization/ sequencing of the corridors suggested based on economic and financial viability as well as need

to promote ‘desired’ land use pattern and prepare DPR for selected priority corridor within the jurisdiction of

Greater Mumbai. This study was based on full four stage data preparation and modelling. Horizon years for

forecasting were 2011, 2021 and 2031.While forecasting population and employment for horizon years, three

developments were especially considered viz. redevelopment of mill land, employment concentration at

BandraKurla Complex and employment growth potential in the vicinity of Andheri East and SEEPZ. Base year for

the study was 2003. It was reported that mode-wise Origin Destination Matrices for the base year were

estimated through a ‘rigorous modelling exercise’ from the earlier 1996 matrices. This included checking of

volume counts across screen lines. It should be mentioned here that 1996 matrices were, in turn estimated

from 1979 matrices with similar check surveys done across various screen lines.

DMRC has prepared Metro Master Plan for Mumbai Metro in 2004 (i.e. for Greater Mumbai) and proposed

implementation of metro corridors in three phases i.e. Phase I: 2006-2011, Phase II: 2011-2016 and Phase III:

2016-2021. Phase wise metro corridors of Mumbai Metro Master Plan are presented inTable 3-21.

6 As per the Master Plan for Mumbai Metro, share had fallen to 85% from the last measure (1994) share of 88%. Trend is still of falling share

with CTS of 2005 measuring it at 78%.


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Table 3-21: Phasing of Corridors of Mumbai Metro Master Plan

Phase Line No Corridor Name Length (Km) Total Length

(Km)

I (2006-2011)

1 Versova-Andheri-Ghatkopar 11.07

62.68 2+ Colaba-Bandra-Charkop 38.24

3+ Bandra-Kurla-Mankhurd 13.37

II (2011-2016)

4 Charkop-Dahisar 7.50 19.90

5 Ghatkopar-Mulund 12.40

III (2016-2021)

6++ BKC-Kanjurmarg via Airport 19.50

62.80 7 Andheri (East)-Dahisar (East) 18.00

8+++ Hutatma Chowk-Ghatkopar 21.80

9 Sewri-Prabhadevi 3.50

Total 148.6 148.6

Source: MMRDA Website

+ Line 2 and Line 3 corridors have been redefined as Colaba-Mahim (20.4 km) and Charkop-Bandra-Kurla-Mankhurd (31.9 km)

++It is pertinent to mention here that, in CTS for MMR study, the metro corridor i.e. BKC-Kanjurmarg via Airport is proposed in two phases i.e. in the first

phase, the corridor between BKC and Marol Naka during 2008-2016 Marol Naka to Kanjurmarg in the second phase during 2021-2031. However, in DPR

study, MMRDA is considering the corridor from Mahim to Kanjurmarg as an extension to Colaba-Mahim metro corridor.

+++ During the progress of DPR study, MMRDA altered the alignment connecting Wadala and terminating at Carnac Bunder (instead of Hutatma Chowk)

MMRDA has carried out DPR studies for all the three Phase I metro corridors (Line 1: Versova-Andheri-

Ghatkopar, Line 2: Mankhurd-Bandra-Charkop and Line 3: Colaba-Mahim) and one of the Phase III corridor i.e.

Line 4 and during the period 2005-2009. MMRDA carried out DPR studies for the following Phase II and Phase III

corridors.

1. Charkop-Dahisar (East): 7.50 km 2. Andheri (E) to Dahisar (E): 18.00 km 3. BKC KanjurMarg (via Airport) (19.50 km) with extension from BKC to Mahim (4.0 km): 23.5 km 4. Ghatkopar- Mulund: 12.50 km 5. Hutatma Chowk-Ghatkopar: 21,80 km

(Length of the corridor as indicated is only approximate).

3.2.12 Comprehensive Environmental Impact Assessment Report for MTHL, November 2004

During the Feasibility Study in 1998, environmental issues were identified and studied, mainly focusing on

marine ecological environment. The report was submitted to MoEF after conducting the Public Hearing as part

of environmental clearance procedure. The MoEF again sought clarifications on certain issues and asked to

submit the Comprehensive EIA Report based on the fresh data. Accordingly as per the EIA notification of GoI,

baseline data was collected for all the seasons in terms of air quality, noise quality, water quality, soil, ecology,

etc. and the impact assessment is carried out. The Comprehensive EIA Report contain the Baseline

Environmental Status, Impact Assessment and Mitigation Measures and Environmental Management Plan.

The estimated base construction cost of the project based on experiences of similar bridges in India is

approximately INR 27,000 million @ 2004 prices. This includes the cost of approaches, the bridge across the sea,

bridge furniture, ancillary structures, traffic surveillance, illumination and environmental mitigation measures,

toll plaza, parking, etc. It also covers charges on account of design, supervision, and administration by MSRDC,

contingencies and the like, with provision for utility diversion, new construction and other works.


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3.2.13 Road User Charges Study, MMRDA

The study is divided into two separate road user charge studies. The first is a public sector finance review by

MMRDA of the revenues from user charges, and the funding needs for capital and operating expenditures. It

looked at the needs for public expenditure in road construction and maintenance in MMR and the amount of

revenues raised from both direct and indirect road user charges within MMR, and considered various options to

raise more funds from the users to cover the financial gaps. The study report is currently being updated. The

second study focused on the pricing measures for transport demand management such as parking fees and

congestion pricing. This second study stems from the Preferred Strategy of the original CTS which included

demand management in the Island City. It was carried out under the “demand management and user charges”

subcomponent of MUTP.

3.2.14 Mumbai Vision (2003): Transforming Mumbai into a world-class city

Mumbai Region, the engine of economic growth, was seen to be stagnating since the turn of the century - firstly

due to loss of manufacturing and secondly by losing competitive edge on account of infrastructure deficiencies.7

This prompted Bombay First8 to commission McKinsey & Company Inc. to prepare a strategic plan for Greater

Mumbai. The Bombay First – McKinsey Report entitled “Mumbai Vision: Transforming Mumbai into a world-

class city”9 put forward the following recommendations:

(e) Economic growth: real growth needs to increase from 2.4 percent pa as prevailing between 1997-98 and 2001-02 to 8-10 per cent pa over the next decade, thus creating more than 0.5 million additional jobs;

(f) Transportation: significant improvements are required in both mass and private transportation. In mass transportation, it was imperative to ensure that the traveling population per rail car is kept down to 220 people and there is at least one bus for every thousand people. Suburban rail congestion, duringpeak hours, was observed to be more than 570 people per rail car in certain sectors. For private transportation, increasing the average speed of travel, tripling the length of freeways/expressways and increasing the number of public parking places was found to be essential;

(g) Housing: some of the aspirations with respect to housing included bringing down the number of people living in the slums from current 50-60 percent to 10-20 per cent. Mumbai also needs to increase housing affordability , in terms of rent paid as percent of the total per capita income. The effort should be to bring down housing rental costs from current 140 per cent of per capita income to about 50 per cent of the same;

(h) Other infrastructure (safety, environment, water, sanitation, education and healthcare): Mumbai needs to upgrade the performance in all these areas. For example, despite the healthy statistics on crime, it needs to further improve the law and order environment. Besides, it must drastically reduce air pollution from the current unsafe 1000 microgram per cubic meter (µg/m

3) to 50-100 µg/m

3;

(i) Financing: reducing the percentage of administrative expenditure from its current 50% to less than 25%, thereby enabling increased fund availability for project development and maintenance; and

(j) Governance: an immense improvement is needed in governance. As an example, the time required for the key process of building approvals should be reduced from 90-180 to less than 45 days.

The report concentrated on city of Greater Mumbai and did not cover the entire Metropolitan Region.

3.2.15 The Task Force on Bombay First Proposals (2004)

As a sequel to the Bombay First-McKinsey Report, the Chief Minister appointed a Task Force10 under the

chairmanship of the Chief Secretary to the GoM to study the proposals of the Bombay First – McKinsey Report

and make final recommendations. The Task Force in its first report11 proposed the vision statement for Mumbai

7 This was anticipated in the Draft Regional Plan prepared by MMRDA in 1995.

8 Bombay First is an initiative of the Bombay Chamber of Commerce and Industry which has its mission to make the city a better place to live, work and invest in.

9 Vision Mumbai: Transforming Mumbai into a WorldClassCity, A summary of recommendations A Bombay First – McKinsey Report 2003.

10 Government of Maharashtra vide its Government Resolution No.CS-2003/20/1 dated the 16th October 2003 constituted the Task Force with the responsibility:

“To prepare an Action Plan for transforming Mumbai into a World Class City by scrutinising the report 'Vision Mumbai' submitted by the Bombay First” 11

Transforming Mumbai into a WorldClassCity - First Report of The Chief Minister’s Task Force, Government of Maharashtra, was submitted in February 2004


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as‘Transforming Mumbai into a world class city with a vibrant economy and globally comparable quality of

life for its citizens.’

The Task Force echoed six-pronged strategy proposed by the Bombay First – McKinsey Report to achieve the

proposed vision. The Task Force also made recommendations in respect to delivery and accountability

mechanisms including setting up of a Citizens Action Group (CAG)12. In addition to the Task Force’s

recommendations with respect to housing, transport and governance, it recommended the creation of ring-

fenced Mumbai Development Fund (MDF) to finance infrastructure projects and conversion of the Task

Force into an Empowered Committee (EC). The EC has since been appointed.13

Subsequently, the Chief Minister of Maharashtra constituted the CAG under his Chairmanship with

representatives of Government agencies as well as of civil society. The CAG appointed various subgroups on

specific issues such as economic growth, infrastructure, housing, governance, etc.

3.2.16 Report of the High Powered Expert Committee (HPEC) on Making Mumbai an International

Financial Centre, Ministry of Finance, Government of India, New Delhi

This report was published in 2007 and dealt not only with the complex financial issues associated with

international financial centres but also the recommendations made by the committee on Mumbai’s

infrastructure and governance, which are quoted below since they highlight some of the challenges of Mumbai

attaining “world class” status.

First, elementary, glaring deficiencies in Mumbai‘s urban infrastructure will need to be addressed and rectified

on a war footing. These deficiencies have, over the last decade or more, been discussed in central, state and

municipal government circles, the media, the corporate world, and by the public at large. Progress in addressing

these deficits is now being made. The HPEC was assured by the Chief Minister of Maharashtra that the pace of

progress was about to accelerate. Mumbai’s deficiencies include: crumbling housing in dilapidated buildings

pervading the city; poor road/rail mass transit as well as the absence of water-borne transport in what is

essentially an Island City; absent arterial high- speed roads / urban expressways; poor quality of airports,

airlines and air linked connections domestically and internationally; poor provision of power, water, sewerage,

waste disposal, as well as a paucity of high—quality residential, commercial, shopping and recreational space

that meets global standards of construction, finish and maintenance.

Second, Mumbai will need to be seen as a cosmopolitan metropolis that welcomes and embraces migrants from

everywhere – from India and abroad. That will mean providing more user-friendly visa/resident permit

12

Government of Maharashtra, General Administration Department, by its Resolution No. Mumbai Vikas-2004/PraKra 12/2004/Special Projects defined the following terms of reference of the Citizens Action Group (i) Follow up of the implementation of the recommendations of the Task Force. (ii) To be present at the meeting convened once in three months with the Chief Minister (iii) Attract private investment into the city. (iv) Obtain finances for beautification of the city from large business houses of Mumbai.

13 The Empowered Committee was constituted by Government on the 27th March 2006 with following Terms of Reference

i) The Empowered Committee shall create a comprehensive multi-year plan for the transformation of Mumbai and Mumbai Metropolitan region. This plan should include all major development projects and policy changes (including those recommended by the Task Force); it should also include the timelines for major milestones and final completion of these projects.

ii) The Empowered Committee will take all the key policy and other decisions related to the plan of transformation of Mumbai. iii) The Empowered Committee will monitor all key initiatives for Mumbai's transformation. The Committee will be empowered to decide on the financing

model for key capital projects (e.g. roads, Mumbai metro). iv) It is also authorized to decide on the selection of projects and funding under the Mumbai Development Fund. In case of (ii), (iii) & (iv) if the power of taking decision rests with the Cabinet or the Cabinet Sub Committee, the decision of the Empowered Committee

will be recommendatory in nature. v) The Empowered Committee will meet at least once a month on the date and time decided by the Chief Secretary. vi) Within 6 weeks of its constitution, the Committee should present a 12 month action agenda along with timelines and milestones (derived from the overall

plan) to the Chief Minister and the Citizens' action Group for approval. The Committee shall also regularly update the Chief Minister and the Citizen's Action Group on the progress made against this agenda.


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mechanisms, making all arms of government expatriate-friendly, and exhibiting a gentle, tolerant, open and

welcoming culture.

Third, lifestyle facilities that concern human welfare will need to be brought up to world standards and run on

world-class lines in terms of their management and growth. These include: hospitals and the health system

(public and private); educational facilities such as primary/secondary schools, colleges, and universities;

recreational facilities such as sports stadiums (for a wide variety of sports and not just cricket), gymnasiums,

cinemas, theatres, parks, clubs, hotels, bars, restaurants, racecourses, casinos and other entertainment

avenues; as well as cultural institutions such as libraries, art galleries, museums and the like, catering to global

tastes.

Fourth, the quality of municipal and state governance, the provision of personal security and of law

enforcement, will need to improve dramatically from third-world to first-world standards to accommodate an

IFC. That is likely to prove the greatest challenge of all.

3.2.17 Passenger Water Transport Studies (2003), MSRDC

Maharashtra State Road Development Corporation Limited (MSRDC) carried out a techno-economic feasibility

study for development of passenger water transport system on western waterfront of Mumbai in 2003. The

objective of the study was to relieve the existing congested transport system in Mumbai by providing an

alternative mode of energy efficient and environment friendly transport system. As the availability of

waterfront around Mumbai offers an opportunity to encourage water transport as a viable alternate mode of

transport, various studies and investigations were carried by Dalal Mott MacDonald Pvt. Ltd., CRISIL, CWRPS

(Central Water and Power Research Station).

Similarly a feasibility study for development of passenger water transport system between the Island City of

Mumbai and Navi Mumbai was carried out. According to the study conducted by CIDCO in 1992, it was found

that, the distance by waterway between south Mumbai and Navi Mumbai across harbour is nearly half the

distance by road. Therefore GoM felt the need to explore technical and economical viability of passenger water

transport across harbour between two cities, to help reduce the congestion on Mumbai roads besides offering a

pollution free travel. MBPT assigned the task of preparation of detailed feasibility report for establishing the

PWT to M/s. Howe (I) Pvt. Ltd. in 2001. The final report of study is available.

3.2.18 MUTP 1 and MUTP 2A and 2B

Indian Railways (IR) and Government of Maharashtra (GoM), through Mumbai Metropolitan Regional

Development Authority (MMRDA), Mumbai Railway Vikas Corporation (MRVC) Ltd. and the World Bank (WB)

are implementing a comprehensive investment plan for improving and expanding the transportation network of

Mumbai. This investment plan being partly funded by World Bank (WB) is termed as Mumbai Urban Transport

Project (MUTP). Presently, MUTP is being executed in two phases.

Phase 1 of MUTP was sanctioned in March 2003, in which cost of Rail component was USD 1 billion (INR 4,501

crore) and the works have almost been completed. MUTP 1 has provided the extra capacity needed on the rail

system to meet with the growing demand and reduce overcrowding. The experience during the implementation

of MUTP 1 has shown that the volume of passengers on certain corridors has by and large kept pace along with

the increase in capacity through introduction of additional Electric Multiple Units (EMUs), increasing the length

of trains and additional services. This leads to the conclusion that there is substantial pent up demand for


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suburban rail services in Mumbai requiring further enhancement of capacity. Also, the current low fare level on

the suburban rail system is one of the factors contributing towards this demand.

Major works under MUTP I

a) Addition of 93 track Km;

b) Induction of 101 new 9-car rakes;

c) Resettlement & Rehabilitation of 15,857 Project affected households;

d) Running of 12-car rakes on all lines (excluding Harbour Line) by lengthening of all platforms;

e) Achieving 3 minutes headway on all the lines; and

f) DC to AC conversion in all suburban section except Thane-CSTM (taken up in Phase II).

Subsequently in March 2008, MUTP Phase 2A and MUTP Phase 2B works were sanctioned, at a total cost of USD

1.2 billion (INR 5,300 crores) for undertaking Suburban-Railway improvement works. MRVC is responsible for

execution of Rail component works under MUTP 2A and 2B including procurement of additional Rolling stock.

MUTP 2A is funded jointly by the World Bank, MoR and GoM, while MUTP 2B is funded jointly by MoR and

GoM. Substantial improvement of the Suburban Railway will be effected by 2016 under MUTP 2A &2B projects.

MUTP 2A works:

a) EMU procurement – 72/ 12-car EMU rakes;

b) Procurement of high-speed bogies;

c) DC to AC Conversion;

d) EMU maintenance facilities – CR & WR;

e) EMU stabling lines – CR & WR; and

f) Technical Studies.

MUTP Phase 2B:

a) Resettlement & Rehabilitation;

b) 6th Line Mumbai Central-Borivali;

c) Extension of Harbour Line from Andheri to Goregaon;

d) 5th & 6th Line Thane to Diva;

e) 5th & 6th Line CSTM to Kurla; and

f) Passenger yard remodelling as needed

The works under MUTP 1, 2A and 2B will complete the physical separation of the major part of suburban rail

system from the long distance passenger and freight operation. It is expected that demand will continue to

increase further and MRVC has put forward proposals for further expansion of system capacity through

implementation of MUTP III beyond 2016. In parallel, the Transform Study completed in 2008 has made some

proposals for the expansion of the rail system from 2011 to the horizon year of 2031. MMRDA is also planning

to develop additional urban transport capacity by setting up Metro rail and monorail corridors. Using these

inputs, it is therefore proposed to develop a long term strategic plan in respect of suburban rail services in

Mumbai. This study would also be follow up to the Indian Railways’ Vision 2020 document that emphasizes the

need for expanding the rail suburban services. The scope of work for the present study is to examine these and

other proposals for the physical development/expansion of the suburban rail system, the development of this

strategic plan for 2031, as well as investment plans and pre-feasibility studies for the period 2016-2021.

As per the CTS for MMR study carried out during 2005-08 indicates that, the share of travel by suburban train

system in 2005 was about 52% (about 7 million trips/day) and average trip length was about 24 km. In terms of


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pass-km the share of sub-urban rail system would be about 78%. These number indicates that, Sub-urban rail

system is a lifeline of Mumbai.

3.2.19 Mumbai Urban Infrastructure Project (MUIP) Study, MMRDA

The MUTP project funded by World Bank focussed mainly on strengthening of the public transport system i.e.

suburban rail network in MMR with limited improvements to road infrastructure. To supplement MUTP,

MMRDA has initiated a road infrastructure improvement project-Mumbai Urban Infrastructure Project (MUIP).

The main objectives MUIP is to improve the road network and create an efficient traffic dispersal system in

Greater Mumbai. The total project cost was initially estimated to be INR 2,647 crores. The major components

of MUIP are as follows:

MUIP Roads: Western Express Highway, Eastern Express Highway, Andheri-Ghatkopar Link Road, Andheri-

Ghatkopar Link Road Extn., AnikPanjarpole Link Road

MUIP Flyovers through MSRDC: Domestic Airport, Duplication of flyover near Dindoshi Depot, Times of India,

Malad, Thakur Complex, Suman Nagar, Extension of Andheri ROB on BD Sawant Road, Barfiwala lane and Ghokale

Bridge across SV Road junction

MUIP Flyovers through self construction: ROB at Dahisar, Sion Hospital, Kings circle, Hindmata, Dattaram Lad Path

and lalbaug Junction

MUIP Traffic Mobility Improvement: Thermoplastic road markings, Retro reflective road signage, FOBs on major

road corridors, Bus Queue Shelters, Landscaping, beautification and tree plantation

MUIP Other Schemes: Eastern Freeway (From Prince of Wales Museum to Anik Junction), Sahar Elevated Access

Road, Milan Subway, BKC-EEH Connector

3.2.20 Extended Mumbai Urban Infrastructure Project (MUIP II), MMRDA

Extended MUIP i.e. MUIP II was conceived along similar lines to improve road infrastructure in other

corporation and council areas in MMR. In November, 2007, MUIP II was initiated to cater to the road

infrastructure needs of Thane, Navi Mumbai, Panvel, Vasai-Virar, Mira Bhyandar and KalyanDombivli. MUIP II is

to be implemented by MMRDA, PWD and MSRDC jointly. The total cost of the project is estimated to be

approximately INR 1,500 crores. The major initiatives planned under MUIP II are as follows:

Manori Creek Bridge

KashimiraBhayanderGoraiManori Road

Creek Bridge

Thane DombivliKalyan Improvement Road

NaigaonJuichandraBapane Road

Vasai Sativli NH8 to Kaman Road

ArnalaVirarKaner Road NH40

Thane Belapur Road and ROB

Ghodbunder Bypass Road

Dombivli-Mumbra Road

Shirshad (NH4) to Vasind (NH5)

Dombivli-Bhiwandi Road

Mira Bhyandar ROB


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3.2.21 Western Freeway: Worli to Haji Ali

Western Freeway Sea Link (WFSL) was one of the freeways proposed by Wilbur Smith Associates in 1969 and

subsequently by CRRI in 1983. The project was divided in to two phases i.e. Phase I: Bandra-Worli Sea Link

(BWSL) and Phase II: Worli-Nariman Point. Western Freeway Sea Link Project Phase II has been further phased

out by MSRDC as follows (as per the directives of Empowered Committee, Government of Maharashtra).

Phase II-A: Worli to Haji Ali section

Phase II-B: Haji Ali to Nariman Point Section

The alignment starts at Worli end of Bandra – Worli Sea Link, runs parallel to Khan Abdul Gaffer Khan Road

shoreline (Worli Sea Face). The alignment then traverses through Love Groove Outfall and upto Haji Ali Bay and

lands on LalaLajpatrai Road at Rajni Patel Chowk. The alignment is to be provided with interchanges at Worli

and Haji Ali.

Salient Features:

It is estimated that an eight-lane bridge from Worli to Haji Ali interchange may be required.

Work is proposed to be executed on BOT Concessionaire’s alternative design. It is preferred to provide a modern traffic monitoring Control and surveillance system and State – of – the – Art toll collection system in the bridge.

Length of Bridge 3.20 Kms

Project Base cost INR 1120 Cr (at 2007 prices)

Source if financing Equity, Debt and Grant if required

Recovery of expenditure by way of Toll, Tariff and user fee

Project schedule Four Years

3.2.22 BEST Business Plan

MUTP supported the preparation and annual updating of rolling 5-year business plans. The key issues of the

business plans with regard to the transport operations of BEST were

(i) High operating costs

(ii) Increasing levels of subsidy

The key components of plan are

Revision of bus fares

Reduction of man power costs through VRS

Private sector participation throughout sourcing of buses

Separate accounting for transport operation

Institutional and MIS improvement strategy for sustainability of Transport division of BEST

The primary objective of the Business plan was to reduce the cross subsidy from electricity to bus operations to

zero.


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3.2.23 Techno Economic Feasibility Study for Navi Mumbai Airport, CIDCO, November 2000

The need for a second airport in the Mumbai Region has become inescapable and imperative, as the existing

airport at Mumbai, is fast reaching saturation level and scope for further enhancement of passenger and cargo

handling facilities, aircraft maintenance and city side facilities are getting limited. Existing Mumbai Airport will

be unable to handle increasing demand and hence it is imperative to build the second Airport at Navi Mumbai.

Accordingly CIDCO has carried out techno-economic feasibility study for locating the second International

Airport in MMR in Navi Mumbai. The proposed site for airport is located in an area of 950 hectares

accommodating two parallel runways for simultaneous and segregated parallel operation with provision of full

length taxiways on either side of the runways. The Techno-Economic Feasibility Study covered Traffic Forecasts,

Airport Layout, Saturation of existing Airport, Environmental Impact, Geological and Geo-technical Aspects,

Aeronautical Studies, Project costing and Financial Analysis. Studies showed that the availability of physical and

social infrastructure coupled with environmental friendly site with least resettlement and rehabilitation makes

the Navi Mumbai airport project technically and financially viable. The Navi Mumbai Airport is proposed to be

developed through public-private partnership on BOOT basis. CIDCO and Associates will form a joint venture

(Special Purpose Company) along with the entrepreneur.

3.3 REVIEW OF ONGOING STUDIES

MCGM initiated DPR studies for “Coastal Road from Nariman Point to Kandivali” and “Goregaon Mulund Link

Road” in 2014 and both the studies are nearing completion. Brief details on these studies are presented in the

following sections.

3.3.1 Coastal Road from Nariman Point to Kandivali

Alignment of the Coastal Road is shown in Figure 3-32. Salient features of the Coastal Road are as follows:

a) Length: about 34.6 km; b) Lane configuration: 4 + 4 with one lane on each side for BRTS; c) No. of Interchanges: 11; d) Recreational open space generated: 91 ha; and e) Approximate cost: INR 12,540 crores.

Salient features of the proposed BRTS system on Coastal Road are as follows:

a) One lane each on either side shall be in red colour to indicate bus only usage. Lanes shall be assisted by CCTV system connected to SCADA for detection of violation and incident response;

b) Offline boarding points are recommended to ensure speed of bus lane. Each stopping point shall be provided with minimum three platforms with provision for future platforms considering average stopping time of one minute with frequency of 20seconds for station;

c) High capacity (190 to 250 passengers) articulated buses shall be used for plying on Coastal Road with minimum four wide doors. The buses shall be equipped with low floor and GPS for real-time tracking;

d) Enclosed transparent bus stop shelters shall be provided at each platform with CCTV monitoring, direct pedestrian access, real time information on next bus on each route;

e) Various routes shall be derived based on operational demand; f) A fleet size of 600 high capacity buses is estimated; g) Each bus station shall be provided with multi-level car park to enable park and ride facility. Each bus stop shall also

provide for public toilets, 24x7 security, Auto Rickshaw stand or Taxi stand or both as per permits of the station area; and

h) To provide equal accessibility to all, elevators/ ramps shall be used at all locations for grade separated crossings.


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Figure 3-32: Proposed Coastal Road in Greater Mumbai


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For effective access/ egress of vehicular traffic onto and from Coastal Road, ten interchanges have been

proposed. Moreover, requirement of traffic interchanges at the major junctions on project corridor has been

studied as per IRC: 92-1985 (Guidelines for the design of Interchanges in Urban Areas) and IRC: SP: 41-1994

(Guidelines for the Design of At- Grade Intersections in Rural and Urban Areas) etc. Further, based on the traffic

count, OD surveys, etc. carried out in the catchment areas of the Coastal Road, lane requirement for the Coastal

Road and various traffic movement accommodated at the interchange have been arrived. Intermodal

integration (Pedestrian, Bus, Taxi and Car) at the entry/ exit locations of the interchange locations has been

planned.

3.3.2 Goregaon Mulund Link Road

The existing road connectivity between western suburbs and eastern suburbs in the southern parts of Gretaer

Mumbai has been recently improved by Santacruz Chembur Link Road (SCLR). In the northern part of suburbas,

the east-west connectivity was improved by widening of Andheri-Ghatkopar Link Road (AGLR) under MUIP and

Jogeshwari Vikroli Link Road (JVLR) under MUTP by MMRDA. JVLR which is about 10.6 km provides connectivity

between Eastern Express Highway (EEH) and Western Express Highway (WEH). To enhance further connectivity

between Western Express Highway and S V Road & Linking Road, MCGM is implenting the JVLR North and South

RoBs (South RoB is opened for traffic in 2015 and North RoB is under construction). The corridor of land

adjacent to JVLR on either side is being put to extensive and varied use. As the link road is developing into a

major network connecting EEH and WEH, the land use pattern along the corridor has under gone a rapid

change. Open and barren wasteland space available in the western and middle sections of JVLR and the marshy

land area in the eastern section of JVLR have been converted to residential, commercial and industrial land use

pattern, albeit gradually. During morning peak period and evening peak period, traffic congestion has been

noticed on JVLR. Deterioration of traffic operating conditions is further expected near future due to further

developments happening along the JVLR. Traffic on Aarey Colony Road has also increased in the recent past.

This clearly warrants for development of further East-West connectivity through development of Goregaon

Mulund Link Road (GMLR). MCGM initiated detailed feasibility study for GMLR in 2014 and the study is in

progress.

Alignment of the GMLR is shown in Figure 3-33. The proposed alignment starts from the entrance of Aarey Milk

colony at Goregaon (East) and ends at Eastern Express Highway i.e. at Airoli junction. Elevated portion of GMLR

starts from Western Express Highway and end at LBS Marg. Salient features of the Coastal Road are as follows:

a) Length: about 16.1 km; b) Structural components : Main elevated road: 13.6 km, Sakivihar ramp: 0.43 km, LBS Marg junction

ramps: 1.28 km and at-grade road: 0.76 km; c) Lane configuration: 2 + 2; d) Major interchanges: Saki Vihar Road junction and LBS Marg junction (Sonapur Junction); and e) Approximate cost: INR 1,300 crores.


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Figure 3-33: Alignment of Goregaon Mulund Link Road

MCGM is further working on alternative alignment options like tunnels passing through Sanjay Gandhi National

Park (SNGP) keeping in mind the environmental considerations. The estimated cost of the project which is

pegged at INR 1300 crores earlier with elevated option may go up to more than INR 2,500 crores.

Documents

STUDY AREA APPRECIATION AND REVIEW OF PAST …portal.mcgm.gov.in/irj/go/km/docs/documents/MCGM Department List... · STUDY AREA APPRECIATION AND REVIEW OF PAST ... To understand the