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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;
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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
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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
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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.
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Figure 3-3: Road Network in 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
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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).
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Figure 3-5: Suburban Rail Network in 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.
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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)
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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%
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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
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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
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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
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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
un
d
Ove
r th
e
Cre
ek/
M
ud
flat
s/M
an
gro
ve a
reas
Tota
l
Gro
un
d
Ove
r th
e
Cre
ek/
Mu
dfl
ats/
Ma
ngr
ove
are
as
Tota
l
Gro
un
d
Ove
r th
e
Cre
ek/
M
ud
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
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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.