Acknowledgement

LEA International Ltd., Canada and LEA Associates South Asia Pvt. Ltd., India, wish to gratefully acknowledge the
unique opportunity granted to them by MMRDA and the World Bank in preparing a Comprehensive Transportation
.
Study for Mumbai Metropolitan Region or
Preparation of transportation plan for the horizon period up to 2031 that covers detailed analysis of base year travel
patterns, travel demand modeling, assessment of planning parameters for different future growth scenarios,
assessment of alternative public transport and road networks and related social/environmental/ economic/financial
analyses, stakeholder consultation and, technology transfer etc. could not have been accomplished without the active
participation and key inputs from many individuals.
We take this opportunity to acknowledge with gratitude the encouragement and support given by the following:

All the members of Authority of MMRDA

All the members of High Level Steering Committee
MMRDA and its officials
o
Dr. Suresh Joshi, IAS, Former Metropolitan Commissioner, MMRDA
o
Dr. T. Chandra Shekhar, IAS, Former Metropolitan Commissioner, MMRDA
o
Mr. Ratnakar Gaikawad, IAS, Metropolitan Commissioner, MMRDA
o
Mr. Milind Mhaiskar, IAS, Additional Metropolitan Commissioner & Project Director, MUTP, MMRDA
o
Mr. PRK Murthy, Chief, Transport & Communication Division, MMRDA
o
Ms. Uma Adusumilli, Chief, Planning Division, MMRDA
o
Mr. U. V. Luktuke, Chief, Town & Country Planning, MMRDA
o
Mrs. K. Vijaya Lakshmi, Add. Chief, UMMTA, MMRDA
Members of the Technical Advisory Committee (TAC) who provided valuable and insightful guidance through all the phases of
the study
Mr. Sanjay Ubale, IAS, Secretary GAD (Special Projects), Government of Maharashtra
Mr. A.K Jain, IAS, Former Director, MTSU
Mr. U P S Madan, IAS, Director, MTSU
Mr. S Kshatriya, IAS, General Manager, BES&T Undertaking
Mr. V K Kaul, General Manager, Central Railway
Mr. A K Jhingron, General Manager, Western Railway
Mr. Vishnu Kumar, Former Director (Projects), Mumbai Rail Vikas Corporation
Municipal Commissioners of Municipal Corporations and Chief Officers of Municipal Councils of MMR
City Engineers and other technical staff of ULBs
Staff of public transport undertakings of MMR (BEST, NMMT, TMT, KDMT, MBMT, MSRTC)
Mr. A. K. Swaminathan, World Bank
Mr. Hubert Josserand, World Bank and
other World Bank Advisors

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

Foreword
The Comprehensive Transportation Study (CTS) for the Mumbai Metropolitan Region (MMR)
(Transportation Study for the region of Mumbai) articulates a vision for MMR's
or
future transportation as a seamless, integrated system, in which commuters can make their journeys
throughout the region safely and conveniently by various modes of transport with strong emphasis
outlines long term (2031), medium term (2021) and short
towards public transit.
term (2016) transportation strategies and guidance necessary to attain this vision.
is an initiation from World Bank and MMRDA to formulate comprehensive
transportation strategy for the metropolitan region. MMRDA with technical assistance from World
. It has been over 25 years since the last
Bank under MUTP embarked on
comprehensive regional transport study is undertaken for the region. This study has provided insight
to the current challenges of commuting in MMR, addressed the issues and prepared an infrastructure
and investment plan for the next few decades.
stresses the need for MMRDAs continuing efforts and expanding on its
commitment recognizing the varying needs and priorities of different transportation users, in
by recognising the
developing MMRs major transportation infrastructure.
significance of transport for the economic growth and social well-being of MMR, proposes developing
integrated multi-modal transportation system. It advocates focusing on the, development of metro
corridors throughout the region, optimising and expanding the suburban rail network and reducing
sub-human crowding conditions and providing an integrated network of access controlled highways.
The estimated cost of the proposed transport infrastructure in MMR for the period upto 2031 is about
strongly supports increased
INR 2,100 billion (US 50 billion dollars approx.).
cooperation and coordination by all the transportation providers in the MMR and emphasizes the
need to be sensitive to the people and environment. Suggestions are made for more immediate
solutions to current mobility problems to improve the existing transportation network's efficiency,
reliability, and cost effectiveness that are currently impairing the region's prosperity and well-being of
its citizens. It advocates increased participation in transportation decision making by regional and
local authorities and public. It encourages Public Private Partnerships (PPP) that can help to meet
the travel investment needs of the future.
received significant guidance and input from Technical Advisory Committee
constituted by MMRDA comprising senior officials from various Government planning and
implementation organisations of MMR. An extensive stakeholder consultative process conducted, in
an open and cooperative environment. Stakeholder consultation meetings were conducted in May
2007 at sub-region level for groups of ULB officials & elected representatives, Central Railway and
Western Railway, under the auspices of the MMRDA. Presentations on
recommendations including transportation plans and strategies were made to Corporators of the
ULBs and MLAs and MPs of the Region in January 2008.
were held, one on 19th
Two meetings of High Level Steering Committee (HLSC) on
May, 2006 with a focus on providing a direction to the study and the expected outcomes and the
second on 8th November, 2007 for considering the study findings, recommendations and further
recommendations and proposed Action Plan were presented and discussed
action.
at the MMRDA Authority meeting, chaired by the Chief Minister on 15th March, 2008. The CTS
findings and recommendations were also endorsed by Unified Mumbai Metropolitan Transport
Authority (UMMTA) headed by Chief Secretary in May 2008.
s recommendations provide a package of transportation plans and strategies to
respond to MMR's present and future transportation needs including resource mobilisation and
institutional arrangements. I am sure the report recommendations are though ambitious will pave the
way in realizing the vision for transforming Mumbai into World class city.

Ratnakar Gaikawad, IAS

Metropolitan Commissioner,
Mumbai Metropolitan Region Development Authority

July 2008

TRANSFORM
CONTENTS

VOLUME-I: MAIN REPORT

1.

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM ....................................1-1

1.1.
1.2.
1.3.
1.4.
1.5.
1.6.

STUDY CONTEXT.................................................................................................................................................................................... 1-1

INSIGHTS TO MUMBAI METROPOLITAN REGION ......................................................................................................................... 1-2
RETROSPECTIVE ON REGIONAL DEVELOPMENT PLANS, TRAFFIC AND TRANSPORTATION STUDIES .................... 1-7
SOME KEY INITIATIVES TO REDRESS DECLINE OF MUMBAI .................................................................................................1-14
APPRECIATION OF ECONOMIC GROWTH AND INCREASED COMMUNITY ASPIRATIONS FOR INCLUSIVE
TRANSFORM ..........................................................................................................................................................................................1-16
CONTEXTUAL APPRECIATION OF VISION STATEMENT ...........................................................................................................1-25

1.7.

KEY CHALLENGES IN EVOLVING

..............................................................................................................1-29

2.

TRANSFORMS DOMAIN AND APPROACH ..........................................................................2-1

2.1.
2.2.
2.3.
2.4.

STUDY DOMAIN....................................................................................................................................................................................... 2-1

KEY CONSIDERATIONS IN EVOLVING APPROACH FOR STUDY.............................................................................................. 2-2
EVOLUTION OF TRANSFORM APPROACH...................................................................................................................................... 2-2
PROCESS FOLLOWED........................................................................................................................................................................... 2-4

2.5.

PROCESS EVOLVED FOR UNDERTAKING

3.

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS ........................3-1

3.1.
3.2.
3.3.
3.4.
3.5.
3.6.

OVERVIEW OF POPULATION AND EMPLOYMENT CHARACTERISTICS ................................................................................. 3-1

GROWTH PATTERN AND THRESHOLDS........................................................................................................................................3-11
PERSPECTIVE ON EMERGING GROWTH CENTRES ..................................................................................................................3-12
EFFORTS TOWARDS TRANSFORMING MUMBAI.........................................................................................................................3-18
SPATIAL DISTRIBUTION OF GROWTH............................................................................................................................................3-20
POPULATION AND EMPLOYMENT FORECASTS..........................................................................................................................3-25

4.

PROFILING TRANSPORTATION SCENARIO.........................................................................4-1

4.1.
4.2.
4.3.
4.4.
4.5.
4.6.
4.7.
4.8.
4.9.
4.10.

DIMENSIONS ............................................................................................................................................................................................ 4-1

NETWORK INVENTORY......................................................................................................................................................................... 4-1
INTERNAL TRAVEL PATTERN ...........................................................................................................................................................4-10
EXTERNAL TRAVEL PATTERN ..........................................................................................................................................................4-56
SUMMARY OF INTERNAL AND EXTERNAL TRAVEL DEMAND: BASE YEAR........................................................................4-64
TERMINAL TRAVEL STUDIES ............................................................................................................................................................4-65
PRIVATE VEHICLE GROWTH TREND AND FORECAST............................................................................................................4-108
SPEED AND DELAY FUNCTIONS ....................................................................................................................................................4-112
OPERATIONAL ASPECTS PUBLIC TRANSPORT AND IPT MODES ....................................................................................4-122
CONCLUSIONS ....................................................................................................................................................................................4-134

5.

DEVELOPMENT OF TRAVEL DEMAND MODEL....................................................................5-1

5.1.
5.2.
5.3.
5.4.

MODELLING OVERVIEW ....................................................................................................................................................................... 5-1

MODEL CALIBRATION..........................................................................................................................................................................5-14
MODEL VALIDATION............................................................................................................................................................................... 5-9
PROCEDURES FOR APPLICATION OF TRAVEL DEMAND MODEL .........................................................................................5-23

6.

LONG TERM TRANSPORTATION STRATEGY ......................................................................6-1

6.1.
6.2.
6.3.
6.4.
6.5.
6.6.
6.7.
6.8.
6.9.
6.10.
6.11.
6.12.
6.13.
6.14.
6.15.
6.16.
6.17.

RECENT TRANSPORTATION PROJECTS......................................................................................................................................... 6-1

AN APPRECIATION OF INDIAN URBAN TRANSPORT POLICY AND FRAMEWORK .............................................................. 6-5
REVIEW OF INTERNATIONAL REGIONAL DEVELOPMENT AND TRANSPORTATION STRATEGIES ............................... 6-7
SCENARIO APPROACH TO TRANSPORT STRATEGY ANALYSIS ...........................................................................................6-13
DEVELOPMENT CONCEPTS AND SCENARIOS FOR MMR........................................................................................................6-14
CONCEPTUALISING TRANSPORTATION PLAN SOME KEY CONSIDERATIONS ..............................................................6-16
TRANSPORT NETWORK AND SYSTEMS FOR EVALUATION....................................................................................................6-19
DISTRIBUTION OF POPULATION AND EMPLOYMENT BY ALTERNATIVE GROWTH SCENARIOS ................................6-22
EVALUATION OF SIX ALTERNATIVE GROWTH SCENARIOS....................................................................................................6-34
SHORTLISTING OF POTENTIAL GROWTH SCENARIOS FOR PREPARATION OF TRANSFORM....................................6-43
MODELING AND EVALUATION FOR TRANSFORM ......................................................................................................................6-48
RECOMMENDED LONG TERM TRANSPORTATION STRATEGY FOR MMR..........................................................................6-63
ENVIRONMENTAL EVALUATION.......................................................................................................................................................6-72
SOCIAL IMPACT ASSESSMENT ........................................................................................................................................................6-81
TRANSPORT TERMINALS ...................................................................................................................................................................6-86
COST ESTIMATES.................................................................................................................................................................................6-91
ECONOMIC ANALYSIS .........................................................................................................................................................................6-95

CONTENTS

.............................................................................................2-17

TRANSFORM
7.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES ..........................................7-1

7.1.
7.2.
7.3.
7.4.
7.5.
7.6.
7.7.
7.8.
7.9.
7.10.
7.11.
7.12.
7.13.

INTRODUCTION....................................................................................................................................................................................... 7-1
PLANNING PARAMETERS FOR 2021 AND 2016 ............................................................................................................................. 7-1
TRAVEL DEMAND FORECAST FOR THE YEARS 2021 AND 2016.............................................................................................. 7-9
NETWORK ANALYSIS...........................................................................................................................................................................7-13
TERMINALS.............................................................................................................................................................................................7-24
TRAFFIC ENGINEERING / MANAGEMENT MEASURES ..............................................................................................................7-24
COST ESTIMATES.................................................................................................................................................................................7-31
CLUSTER WISE COST ESTIMATES..................................................................................................................................................7-32
COMPARATIVE ENVIRONMENTAL EVALUATION ........................................................................................................................7-33
COMPARATIVE SOCIAL IMPACT ASSESSMENT..........................................................................................................................7-37
PRIORITISATION OF PROJECTS ......................................................................................................................................................7-41
ECONOMIC ANALYSIS .........................................................................................................................................................................7-49
RECOMMENDED MEDIUM TERM TRANSPORTATION STRATEGY FOR MMR.....................................................................7-50

8.

PLAN FINANCING OPTIONS.................................................................................................8-1

8.1.
8.2.

FINANCING NEEDS FOR IMPLEMENTATION OF

..................................................................................... 8-1
INTERNATIONAL EXPERIENCES ON FINANCING.......................................................................................................................... 8-2

8.3.

POTENTIAL AVENUES FOR FINANCING

8.4.
8.5.

POTENTIAL RESOURCE MOBILIZATION OPTIONS FOR

.............................................................8-12
FINANCIAL ANALYSIS TO EXPLORE POTENTIAL OF PSP/PPP ...............................................................................................8-17

8.6.

FINANCING PLAN FOR

9.

INSTITUTIONAL ARRANGEMENTS ......................................................................................9-1

9.1.
9.2.
9.3.
9.4.
9.5.
9.6.

A REVIEW OF INSTITUTIONAL ARRANGEMENTS IN MAJOR INTERNATIONAL METROPOLITAN REGIONS................ 9-1

REVIEW OF EXISTING INSTITUTIONAL FRAMEWORK...............................................................................................................9-11
INSIGHTS AND DIRECTIONS FOR INSTITUTIONAL STRENGTHENING.................................................................................9-15
EVOLVED INSTITUTIONAL REFORM OPTIONS ............................................................................................................................9-19
UNIFIED MUMBAI METROPOLITAN TRANSPORT AUTHORITY................................................................................................9-27
THE ACTION PLAN................................................................................................................................................................................9-28

10.

CONCLUSIONS AND RECOMMENDATIONS....................................................................... 10-1

10.1.

SALIENT FINDINGS AND CONCLUSIONS.......................................................................................................................................10-1

10.2.
10.3.

AT A GLANCE - RECOMMENDATIONS .....................................................................................................10-7

MONITORING AND EVALUATION FRAMEWORK ........................................................................................................................10-37

.................................................................................................... 8-6

............................................................................................................................8-31

LIST OF TABLES.............................................................................................................................. III

LIST OF FIGURES ..........................................................................................................................VIII
LIST OF BOXES ............................................................................................................................ XIV
ABBREVIATION ............................................................................................................................. XV

II

CONTENTS

TRANSFORM
LIST OF TABLES
Table 1-1: Population Trends in MMR, 1971-2001 ................................................................................................................................................. 1-4
Table 1-2: Estimated 2005 Population Distribution by Household Type................................................................................................................ 1-7
Table 1-3: Summary of Paranjpe Committee Recommendations-1988 .............................................................................................................. 1-12
Table 1-4: Spatial Clustering - MMR ...................................................................................................................................................................... 1-20
Table 2-1: Primary Surveys Conducted During TranSforM Preparation................................................................................................................ 2-4
Table 2-2: Traffic Survey Locations ......................................................................................................................................................................... 2-6
Table 2-3: Zone Coding: Detailed Level-1030 Zones ........................................................................................................................................... 2-11
Table 2-4: Zone Coding: Strategic Level or FAZ- 171 Zones............................................................................................................................... 2-11
Table 2-5: Zone Coding: Coarse Level-71 Zones ................................................................................................................................................. 2-12
Table 2-6: Land use Classification System adopted for the Study....................................................................................................................... 2-13
Table 3-1: Monthly Income Levels of HHs in MMR, 2005 ...................................................................................................................................... 3-5
Table 3-2: Travel Characteristics of Existing Employment in MMR .................................................................................................................... 3-11
Table 3-3: Spatial Distribution of Establishments (1970-1990)-Greater Bombay (in Thousands)...................................................................... 3-11
Table 3-4: Spatial Distribution of Employment (1970-1990) -Greater Bombay (in Thousands) ......................................................................... 3-11
Table 3-5: Notified SEZs in MMR ........................................................................................................................................................................... 3-16
Table 3-6: Formally Approved SEZs in MMR ........................................................................................................................................................ 3-17
Table 3-7: In Principle Approved SEZs in MMR .................................................................................................................................................... 3-18
Table 3-8: Range of Population & Employment Levels (Million) for System Analysis ........................................................................................ 3-21
Table 3-9: Trend in Household Size: 1981-2001................................................................................................................................................... 3-27
Table 3-10: Estimated Change in Household Size:

2005-2031 ....................................................................................................................... 3-27

Table 3-11: Work Force Participation Rates in Various Cities of the World (2001) ............................................................................................ 3-28
Table 3-12: Work Force Participation Rates in Various Countries (2001) ........................................................................................................... 3-28
Table 3-13: Assumed Change in Employment Characteristics, 2005-2031 ........................................................................................................ 3-29
Table 3-14: Summary of Adopted Changes (2005-2031) in Socio:Economic factors ......................................................................................... 3-31
Table 4-1: Area wise Surveyed Road Network Length ........................................................................................................................................... 4-3
Table 4-2: Road Network Inventory Analysis Greater Mumbai, Rest of MMR and MMR .................................................................................. 4-4
Table 4-3: Access Modes to Railway Stations ...................................................................................................................................................... 4-17
Table 4-4: Access Modes to Bus Stops ................................................................................................................................................................. 4-17
Table 4-5: Daily Traffic Flows and Composition at Sub-regional Cordon Locations ........................................................................................... 4-23
Table 4-6: Morning Peak Hour Traffic Details at Sub-regional Cordon Locations............................................................................................... 4-25
Table 4-7: Evening Peak Hour Traffic Details at Sub-regional Cordon Locations............................................................................................... 4-25
Table 4-8: Mode wise Trip Frequency of Passenger Vehicles (in %) .................................................................................................................. 4-26
Table 4-9: Average Trip Lengths (in km) at Various Locations ............................................................................................................................ 4-28
Table 4-10: Travel Pattern across Sub-regions of MMR, Passenger Vehicles Excluding Bus Veh. Trips ...................................................... 4-29
Table 4-11: Travel Pattern across Sub-regions of MMR, Passenger Vehicles Exc. Bus Pass. Trips............................................................ 4-29
Table 4-12: Average Occupancy of Vehicles at Various Locations ..................................................................................................................... 4-30
Table 4-13: Travel Pattern across Sub-regions of MMR, Bus - Vehicle Trips ..................................................................................................... 4-30
Table 4-14: Travel Pattern across Sub-regions of MMR, Bus - Person Trips ..................................................................................................... 4-30
Table 4-15: Average Trip Lengths of Goods Vehicles at Various Locations within MMR................................................................................... 4-32
Table 4-16: Traffic Analysis Zones of Various Regions of MMR .......................................................................................................................... 4-33
Table 4-17: Goods (Vehicle) Interaction across Various Sub-regions of MMR ................................................................................................... 4-34
Table 4-18: Goods (Tonnage) Interaction across Various Sub-regions of MMR ................................................................................................ 4-34
Table 4-19: External - & Internal Interaction of Various Regions (vehicles) ........................................................................................................ 4-35
Table 4-20: Daily Traffic Flows at Screen Line Points .......................................................................................................................................... 4-35
Table 4-21: Daily Traffic Flows at Inner Cordon Locations................................................................................................................................... 4-35
Table 4-22: Summary of Traffic Flows at Rail Crossings...................................................................................................................................... 4-36
Table 4-23: Summary Traffic Flows & Remarks at Various Locations................................................................................................................. 4-36
Table 4-24: Suburban Rail Passenger Estimates (MMRDA/ MRVC)................................................................................................................... 4-45
Table 4-25: User Travel Characteristics of IPT Modes ......................................................................................................................................... 4-47
Table 4-26: Summary of observed Peak Hour Pedestrian Counts: Intersections ............................................................................................... 4-49
Table 4-27: Summary of observed Peak Hour Pedestrian Counts: Mid Blocks .................................................................................................. 4-49
Table 4-28 Estimated Daily Goods Vehicle Travel (Before adjustment).............................................................................................................. 4-54
Table 4-29 Estimated Daily Goods Vehicle Travel................................................................................................................................................ 4-54
Table 4-30 Estimated Daily Goods Vehicle Travel in the Past Studies ............................................................................................................... 4-55
Table 4-31: Outer Cordon Survey Locations and Survey Dates .......................................................................................................................... 4-56
Table 4-32: Daily Traffic and Directional Split at Outer Cordon Survey Locations.............................................................................................. 4-57
Table 4-33: Traffic Handled by Various Road Categories .................................................................................................................................... 4-58
Table 4-34: Vehicular Types on Various National Highways of Outer Cordon.................................................................................................... 4-58
Table 4-35: O-D Characteristics of Passengers with in MMR (No. of Persons).................................................................................................. 4-61
Table 4-36: Mode wise Average Trip Length (km) at Different Locations ............................................................................................................ 4-62
Table 4-37: Average Occupancies of the Bus at Various Outer Cordons-Direction Wise .................................................................................. 4-63

LIST OF TABLES

III

TRANSFORM
Table 4-38: Area wise Share of External Bus Passenger traffic .......................................................................................................................... 4-64
Table 4-39: Bus Passenger Movement Pattern..................................................................................................................................................... 4-64
Table 4-40: Purpose wise Observed Mode Split 6:00 to 11:00 AM (Person Trips).......................................................................................... 4-65
Table 4-41: Commuter Coverage with in 2Km radius of Bus Terminal and Direction wise Additional Bus Stations......................................... 4-68
Table 4-42: Terminal wise Infrastructure Assessment.......................................................................................................................................... 4-68
Table 4-43: Peak Hour Passenger Handling Capacity of the Terminals.............................................................................................................. 4-71
Table 4-44 Sample Size Target and Sample Size Achieved ................................................................................................................................ 4-73
Table 4-45: Traffic Volume during Different Peak/ Off-Peak Periods Domestic Airport: Terminal 1A Ramp & Terminal 1B............................ 4-75
Table 4-46: Motorised Passenger, Goods and Non-Motorised Traffic Volume during Different Peak/ Off-Peak Periods ................................ 4-76
Table 4-47: Traffic Composition of Passenger Vehicles Domestic Airport: Terminal 1A Ramp & Terminal 1B ................................................ 4-76
Table 4-48: Traffic Volume during Different Peak/ Off-Peak Periods International Airport: Terminal 2A & 2C ................................................. 4-78
Table 4-49: Motorised Passenger, Goods and Non-Motorised Traffic Volume During Different Peak/ Off-Peak Periods ............................... 4-78
Table 4-50: Traffic Composition of Passenger Vehicles International Airport: Terminal 2A & 2C...................................................................... 4-78
Table 4-51: Historical Growth of Air Passenger Travel of CSIA........................................................................................................................... 4-78
Table 4-52: Historical Growth of Air Passenger Travel of CSDA ......................................................................................................................... 4-79
Table 4-53: Historical Growth of Air Passenger Travel of Mumbai Airports ........................................................................................................ 4-79
Table 4-54: Region-Wise Inflow of goods tonnage: Base Year (2005) ................................................................................................................ 4-86
Table 4-55: Growth Rate of Goods Traffic -Period 1983 (CRRI Study) to 2005 (

).............................................................. 4-86

Table 4-56: Goods Trip Productions & Attractions of MMR for Base (2005) and Horizon (2031) and its Growth Rate.................................... 4-86
Table 4-57: Originating Inter-city Trains from MMR .............................................................................................................................................. 4-88
Table 4-58: Originating/ Enrouting Inter-city Trains from MMR Terminal/ Station Wise ..................................................................................... 4-88
Table 4-59: Number of Tickets Issued Annually at Different Stations (MMR) ..................................................................................................... 4-90
Table 4-60: Originating Passengers (Reserved Classes) Annually at Different Stations (MMR) ....................................................................... 4-90
Table 4-61: Internal Distribution of Originating Passengers (Reserved Classes) Annually at Different Stations (MMR): Western
Railway (Million) ...................................................................................................................................................................................................... 4-91
Table 4-62: Internal Distribution of Originating Passengers (Reserved Classes) Annually at Different Stations (MMR): Central
Railway (Million) ...................................................................................................................................................................................................... 4-91
Table 4-63: Originating Passengers (All Classes) Annually by Central and Western Railways ......................................................................... 4-91
Table 4-64: Mode Choice incoming exports and outgoing imports at Mumbai Port (2002-03) .......................................................................... 4-96
Table 4-65: Master Plan for the Development of Mumbai Port Proposed Plans and Investments ................................................................. 4-97
Table 4-66: Comparison of facilities of various terminals at JNPT....................................................................................................................... 4-99
Table 4-67: Operational Statistics of Minor Ports in Maharashtra State ............................................................................................................ 4-104
Table 4-68 : Passenger Traffic by Ferry Launches Handled at Minor Ports in MMR........................................................................................ 4-106
Table 4-69: Passenger Traffic by Sailing Vessels Handled at Minor Ports in MMR ......................................................................................... 4-107
Table 4-70: Growth of motor vehicles in MMR (On road as on 31st March, 1996 to 2005) ............................................................................ 4-109
Table 4-71: Growth of two wheelers in MMR ...................................................................................................................................................... 4-109
Table 4-72: Growth of Cars in MMR .................................................................................................................................................................... 4-109
Table 4-73: Growth of Private Vehicles (Cars & Two wheelers) in MMR (in Millions) ...................................................................................... 4-110
Table 4-74: CAGR of Total Vehicles and Private Vehicles (Cars & Two wheelers) in MMR (1996-2005) ...................................................... 4-110
Table 4-75: Proportion of Cars in Private vehicles (%) ....................................................................................................................................... 4-110
Table 4-76: Private Vehicle Population of MMR, Veh./1000 persons ................................................................................................................ 4-111
Table 4-77: Forecasted Growth of Private Vehicle Population of MMR, Veh./1000 persons ........................................................................... 4-111
Table 4-78: Categories of Roads in Greater Mumbai ......................................................................................................................................... 4-112
Table 4-79: Categories of Roads in Rest of the Region ..................................................................................................................................... 4-113
Table 4-80: Distribution or Road Types in Greater Mumbai and Rest of the Region....................................................................................... 4-113
Table 4-81: Categories of Roads Selected for Survey........................................................................................................................................ 4-114
Table 4-82: Calibration Parameters - BPR Function ........................................................................................................................................... 4-116
Table 4-83: Calibration Parameters Modified BPR Function........................................................................................................................... 4-116
Table 4-84: Calibration Parameters Conical Volume Delay Functions ........................................................................................................... 4-116
Table 4-85: Calibration Parameters Power Function ....................................................................................................................................... 4-117
Table 4-86: Capacity Comparison - Previous Studies and
Table 4-87: Free Flow Speeds - Previous Studies and

................................................................................................ 4-117
..................................................................................................... 4-117

Table 4-88: Locations for Intersection Delay Survey .......................................................................................................................................... 4-118

Table 4-89: Summary of Turn Penalty Function coefficients.............................................................................................................................. 4-119
Table 4-90: Recommended Volume Delay functions along with Capacity Values ............................................................................................ 4-120
Table 4-91: Summary of Free Flow Speeds and Capacities .............................................................................................................................. 4-120
Table 4-92: Speed Trends in MMR ...................................................................................................................................................................... 4-122
Table 4-93: Growth of Stage Carriages, Contract carriages and School Buses in MMR ................................................................................. 4-125
Table 4-94: Descriptive Statistics of the Major Transport Undertakings in MMR (Year 2002-03).................................................................... 4-126
Table 4-95: Trip Attraction Rates: MMR Area ..................................................................................................................................................... 4-127
Table 4-96: Trip Attraction Rates: Range and Average Values in Major Sub Regions of MMR ...................................................................... 4-127
Table 4-97: Trip Attraction Rates: Range and Average Values in Major Sub Regions of MMR ...................................................................... 4-128
Table 4-98: Trip Attraction Rates: Special Establishment Types ....................................................................................................................... 4-128

IV

LIST OF TABLES

TRANSFORM
Table 4-99: Trip Attraction Rates: BKC Area....................................................................................................................................................... 4-128
Table 4-100: Parking Provision: Average Values in MMR .................................................................................................................................. 4-129
Table 4-101: Parking Provision: Range and Average Values in Major Sub Regions of MMR ......................................................................... 4-129
Table 4-102: Parking Demand: Special Establishment Types ........................................................................................................................... 4-130
Table 4-103: No. of Working Days per Week: Sub Area wise ............................................................................................................................ 4-130
Table 4-104: No. of Working Days per Week: Establishment Type wise .......................................................................................................... 4-130
Table 4-105: Average and Maximum Total Travel Time by Establishment and Mode ..................................................................................... 4-132
Table 4-106: Normal and Alternative Modes ....................................................................................................................................................... 4-133
Table 4-107: Normal and Alternative Modes (in %) ............................................................................................................................................ 4-133
Table 4-108: Willingness to pay for Tolls on Proposed New Facilities .............................................................................................................. 4-134
Table 4-109: Response to Parking Policy/Pricing- Avg Parking Fee (Rs) ......................................................................................................... 4-134
Table 5-1: Range of Node Numbering for Highway Nodes .................................................................................................................................... 5-3
Table 5-2: Node Numbering Scheme for Bus and Rail Nodes ............................................................................................................................... 5-4
Table 5-3: Reserved Node numbers for Different Set of Modes ............................................................................................................................ 5-4
Table 5-4: Primary and Access Mode ...................................................................................................................................................................... 5-6
Table 5-5: Percentage of Trips by Walk Mode made by Vehicle Owning Groups.............................................................................................. 5-7
Table 5-6: Percent Inter and Intra Zonal Walk Trips by Zone Size ........................................................................................................................ 5-8
Table 5-7: PCU Factors and Occupancy ............................................................................................................................................................... 5-11
Table 5-8: Screen Line Flows vs Home Interview Survey Captured Flows (AM Peak Period) .......................................................................... 5-11
Table 5-9: Screen Line Flows vs Home Interview Survey captured Flows (PM Peak Period) ........................................................................... 5-11
Table 5-10: Screen Line Flows vs Home Interview Survey captured Flows (24 Hours) ..................................................................................... 5-11
Table 5-11: Screen Line Flows vs Home Interview Survey Captured Flows (Suburban Train AM Peak Period) ............................................. 5-12
Table 5-12: Screen Line Flows vs Home Interview Survey Captured Flows (Suburban Train PM Peak Period) ............................................. 5-12
Table 5-13: Screen Line Flows vs Home Interview Survey Captured Flows (Suburban Train 24 Hour) ........................................................... 5-12
Table 5-14: Comparison of Observed and Assigned Flows Car, Two Wheeler, Auto, Taxi, LCVs and Trucks ................................................ 5-13
Table 5-15: Comparison of Observed and Assigned Flows: Train....................................................................................................................... 5-13
Table 5-16: Comparison of Observed and Assigned Flows: Bus......................................................................................................................... 5-14
Table 5-17: Cluster wise Population and Employment (in Million) for the Base Year (2005) ............................................................................. 5-14
Table 5-18: Summary Approach on TEM Earlier Studies................................................................................................................................. 5-15
Table 5-19: Summary Approach on TEM

.......................................................................................................................... 5-19

Table 5-20: Trip (Excluding Walk Trips) Production Model for MMR for Various Purposes ............................................................................... 5-20
Table 5-21: Trip (Excluding Walk Trips) Attraction Model for MMR for Various Purposes ................................................................................. 5-20
Table 5-22: Weights for Composite Impedance .................................................................................................................................................... 5-22
Table 5-23: Final Adopted Values of Impedance Function Parameters (Without Walk)..................................................................................... 5-23
Table 5-24 Summary of Mode Choice Model Structures Experimented................................................................................................................ 5-3
Table 5-25 Summary of Mode Choice Model Structures: Without Walk................................................................................................................ 5-4
Table 5-26: Proposed Mode-Choice Models: Without Walk ................................................................................................................................... 5-8
Table 5-27: Comparison of Observed and Assigned Flows across Screen Lines: Train.................................................................................... 5-12
Table 5-28: Comparison of Observed and Assigned Flows across Inner Cordons and Sub Region Cordons : Car, Two Wheeler,
Auto, Taxi, LCVs and Trucks .................................................................................................................................................................................. 5-13
Table 5-29: Comparison of Observed and Assigned Flows across Inner Cordons and Sub Region Cordons: All Modes ............................... 5-14
Table 6-1: Transport for London: Budget................................................................................................................................................................. 6-9
Table 6-2: Additional Population Distribution Criterion: 2031 (%) ........................................................................................................................ 6-24
Table 6-3: Additional Population Allocation by Development Strategies (million) ............................................................................................... 6-24
Table 6-4: Additional Population Allocation (in Percentage) by Development Strategies .................................................................................. 6-24
Table 6-5: Scenario and Mode wise Internal Travel Demand (person trips): Morning Peak Period .................................................................. 6-36
Table 6-6: Scenario Wise Comparison: Cost of Transport Network .................................................................................................................... 6-42
Table 6-7: Scenario Wise Comparison of Passenger-km, Passenger-hr and Average Speed: Public Transport Modes ................................ 6-42
Table 6-8: Scenario Wise Comparison of Average Trip Length: Public Transport Modes ................................................................................. 6-42
Table 6-9: Scenario Wise Comparison Veh.-km, Veh.-hr and Average Speed: Private vehicles and IPT Modes ............................................ 6-43
Table 6-10: Comparative Evaluation of Growth Scenarios ................................................................................................................................... 6-43
Table 6-11: Population-Employment Distribution by Cluster ................................................................................................................................ 6-45
Table 6-12: Scenario-wise and mode-wise Person Trips (in million) for Horizon Year (2031) : Base Case ..................................................... 6-50
Table 6-13: Scenario-wise mode-split (%) for Horizon Year (2031): Base Case (%) ......................................................................................... 6-51
Table 6-14: Scenario Wise Comparison Pass-km, Pass-hr and Average Speed: Bus and Suburban & Metro modes:................................... 6-52
Table 6-15: Scenario Wise Comparison PCU-km, PCU-hr and Average Speed: Private vehicles and IPT Modes: ........................................ 6-52
Table 6-16: Mode-wise and Scenario wise Comparison- Average Trip Length .................................................................................................. 6-52
Table 6-17: Summary of the Broad Cost Estimates for Total Transport Network, 2031..................................................................................... 6-53
Table 6-18: Summary Statement on Cost Estimates 2031 ............................................................................................................................... 6-62
Table 6-19: Lengths (km) of Transport Links Under Each Category of Impact ................................................................................................... 6-74
Table 6-20: Generic Impacts Associated with Infrastructure Projects ................................................................................................................. 6-74
Table 6-21: Noise Levels and Link Lengths........................................................................................................................................................... 6-76
Table 6-22: Summary of Screening Rail Noise Model Results............................................................................................................................. 6-77

LIST OF TABLES

TRANSFORM
Table 6-23: Length of Water Bodies Impacted ...................................................................................................................................................... 6-77
Table 6-24: Likely Land-take in Biodiversity areas (Nationally Protected Areas)................................................................................................ 6-79
Table 6-25: Effects of Vehicular Emissions on Vegetation ................................................................................................................................... 6-79
Table 6-26: Length and Area Required for Various Proposed Networks in MMR............................................................................................... 6-82
Table 6-27: Category wise Land Affected by Various Proposed Networks in MMR (Ha) ................................................................................... 6-82
Table 6-28: Category wise Land Affected by Proposed Freeway / Expressway in MMR (Ha)........................................................................... 6-83
Table 6-29: Category wise Land Affected by Proposed Arterial Roads in MMR (Ha) ........................................................................................ 6-83
Table 6-30: Land Affected by Proposed New Rail and Metro Networks in MMR (Ha) ....................................................................................... 6-84
Table 6-31: Total Population Impacted by Various Proposed Networks in MMR................................................................................................ 6-84
Table 6-32: Total Population Impacted by Proposed Freeway / Expressway in MMR ....................................................................................... 6-84
Table 6-33: Total Population Impacted by Proposed Arterial Roads in MMR ..................................................................................................... 6-85
Table 6-34: Total Population Impacted by Proposed New Rail and Metro Networks in MMR ........................................................................... 6-85
Table 6-35: Slum Population Impacted by Proposed Networks in MMR ............................................................................................................. 6-86
Table 6-36: Unit Rates Adopted for Broad Cost Estimates for Horizon Year Transport Network ...................................................................... 6-92
Table 6-37: Summary of Preliminary Cost Estimates for Proposed Transport Networks for Horizon Years 2031 ........................................... 6-92
Table 6-38: Cost Estimate - 2031 (Metro) ............................................................................................................................................................. 6-92
Table 6-39: Cost Estimate - 2031 (Suburban Rail) ............................................................................................................................................... 6-93
Table 6-40: Cost Estimate - 2031 (Road) .............................................................................................................................................................. 6-93
Table 6-41: Cost Estimate - 2031 (Bus System) ................................................................................................................................................... 6-94
Table 6-42: Cost Estimate: - 2031 (PWT).............................................................................................................................................................. 6-94
Table 6-43:Cost Estimate: - 2031 (Terminals)....................................................................................................................................................... 6-94
Table 6-44: Results of the Alternative Transport Strategies in Long Term .......................................................................................................... 6-98
Table 6-45: Results under Sensitivity Analysis for P3E3 ...................................................................................................................................... 6-99
Table 6-46: Emission Factors for all Vehicle Categories and Fuel Types (CO2e g/l).......................................................................................... 6-99
Table 7-1: Population-Employment for MMR (in Million): Intermediate Horizon Years......................................................................................... 7-1
Table 7-2: Population and Employment Distribution by Cluster (in Millions), Base Year (2005).......................................................................... 7-2
Table 7-3: Population and Employment Distribution by Cluster (in Millions), Horizon Year: 2021....................................................................... 7-2
Table 7-4: Population and Employment Distribution by Cluster (in Millions), Horizon Year: 2016....................................................................... 7-2
Table 7-5: Scenario and Purpose wise Internal Travel Demand Morning Peak Period: 2021 (Million Person Trips)................................... 7-10
Table 7-6: Scenario and Purpose wise Internal Travel Demand - Morning Peak Period: 2016 (Million Person Trips)..................................... 7-10
Table 7-7: Scenario and Mode wise Internal Travel Demand Morning Peak Period: 2021 (Million Person Trips) ........................................ 7-11
Table 7-8: Scenario and Mode wise Internal Travel Demand Morning Peak Period : 2016 (Million Person Trips) ........................................ 7-11
Table 7-9: External Travel Demand: Morning Peak Period (Vehicle Trips) ......................................................................................................... 7-13
Table 7-10: Scenario-wise and Mode-wise Person Trips for Horizon Year (2021): Morning Peak Period ........................................................ 7-13
Table 7-11: Scenario-wise and Mode-Split (%) for Horizon Year (2021): Morning Peak Period........................................................................ 7-14
Table 7-12: Scenario Wise Comparison (2021) Pass-km, Pass-hr and Average Speed during Morning Peak Period: Bus and
Suburban & Metro Modes ....................................................................................................................................................................................... 7-15
Table 7-13: Scenario Wise Comparison (2021) PCU-km, PCU-hr and Average Speed: Private Vehicles and IPT Modes ............................. 7-15
Table 7-14: Mode-wise and Scenario wise Comparison (2021) - Average Trip Length (km): Base Case ........................................................ 7-15
Table 7-15: Scenario-wise and Mode-wise Person Trips for Horizon Year (2016) ............................................................................................. 7-19
Table 7-16: Scenario-wise and Mode-split (%) for Horizon Year (2016) ............................................................................................................. 7-19
Table 7-17: Scenario wise Comparison (2016) Pass-km, Pass-hr and Average Speed: Bus and Suburban & Metro modes: Balanced
Fare .......................................................................................................................................................................................................................... 7-20
Table 7-18: Scenario Wise Comparison (2016), PCU-km, PCU-hr and Average Speed: Private vehicles and IPT Modes ............................ 7-20
Table 7-19: Mode-wise and Scenario wise Comparison (2021)- Average Trip Length (Km) ............................................................................. 7-20
Table 7-20: Traffic Management Measures........................................................................................................................................................... 7-26
Table 7-21: Proposed Traffic Engineering Measures............................................................................................................................................ 7-27
Table 7-22: Trip Attraction Rates: MMR Area ....................................................................................................................................................... 7-29
Table 7-23: Average and Maximum Total Travel Time (in minutes) by Establishment and Mode ..................................................................... 7-29
Table 7-24: Parking Provision: Average Values in MMR ..................................................................................................................................... 7-29
Table 7-25: Summary of Preliminary Cost Estimates for Proposed Transport Networks for Horizon Years 2031, 2021 and 2016 ................ 7-32
Table 7-26: Cluster wise Cost Estimates (in INR million): Horizon Year 2021 .................................................................................................... 7-33
Table 7-27: Transportation Sub System Cost Distribution among Clusters for the Horizon Year 2021 ............................................................ 7-33
Table 7-28: Cluster wise, Transportation Sub-system Cost Distribution for the Horizon Year 2021.................................................................. 7-33
Table 7-29: Lengths (km) of Transport Links under Each Category of Impact.................................................................................................... 7-34
Table 7-30: Noise Levels and Link Lengths (km) for Freeway / Expressway...................................................................................................... 7-34
Table 7-31: Summary of Screening Rail Noise Model Results............................................................................................................................. 7-35
Table 7-32: Length of Water Bodies Impacted ...................................................................................................................................................... 7-35
Table 7-33: Likely Land-take in Biodiversity Areas (Nationally Protected Areas) ............................................................................................... 7-36
Table 7-34: Area required for Various Proposed Networks in MMR .................................................................................................................... 7-38
Table 7-35: Landuse Affected as per transport Network of Short Term Strategy (ha), 2016 ............................................................................. 7-38
Table 7-36: Landuse Affected as per Transport Network of Medium Term Strategy (ha), 2021........................................................................ 7-39
Table 7-37: Total Population Impacted by Various Proposed Networks in MMR (2016 & 2021) ....................................................................... 7-39

VI

LIST OF TABLES

TRANSFORM
Table 7-38: Total Population Estimated to be Impacted by Freeway / Expressways ......................................................................................... 7-39
Table 7-39: Total Population Estimated to be Impacted by Proposed Arterial Roads in MMR .......................................................................... 7-40
Table 7-40: Total Population Impacted by Proposed New Rail and Metro Networks in MMR ........................................................................... 7-40
Table 7-41: Slum Population Impacted by Proposed Networks in MMR ............................................................................................................. 7-40
Table 7-42: Corridor wise Criteria for Prioritization of Transit Corridors (30:70 for 2021 and 2005 travel pattern on 2021 network) .............. 7-43
Table 7-43: Prioritization of Metro Corridors.......................................................................................................................................................... 7-44
Table 7-44: Prioritization of Sub-urban Corridors.................................................................................................................................................. 7-45
Table 7-45: Corridor wise Criteria for Prioritisation of Highway Corridors (30:70 for 2021 and 2005 Travel Pattern on 2021 network) ......... 7-47
Table 7-46: Prioritisation of Highway Corridors ..................................................................................................................................................... 7-48
Table 7-47: Results of the Alternative Transport Strategies in Medium Term ..................................................................................................... 7-50
Table 7-48: Results under Sensitivity Analysis for P3E3 in Medium Term .......................................................................................................... 7-50
Table 8-1: Component wise Cumulative Investment Requirements ...................................................................................................................... 8-1
Table 8-2: Investments Made by ULBs in MMR on Multi-Sectoral Municipal Infrastructure (in lakhs) ............................................................... 8-2
Table 8-3: Price Comparison of Gasoline Some of the Major Cities of the World ............................................................................................ 8-3
Table 8-4: Transport for London Budget................................................................................................................................................................. 8-6
Table 8-5: GLA Group Budget Requirements ......................................................................................................................................................... 8-6
Table 8-6: Various Methods of Resource Mobilisation Measures ........................................................................................................................ 8-10
Table 8-7: Vehicle Growth Forecast....................................................................................................................................................................... 8-15
Table 8-8: Residential Building Value Growth Forecast P3 E3 .......................................................................................................................... 8-16
Table 8-9: Employment Growth Forecast .............................................................................................................................................................. 8-16
Table 8-10: Approximation of DC Potential 2006-2031 ........................................................................................................................................ 8-16
Table 8-11: Vehicle Growth Forecast..................................................................................................................................................................... 8-16
Table 8-12: Toll Rates on Selected Network ......................................................................................................................................................... 8-18
Table 8-13: FIRR of Freeway Network (%)............................................................................................................................................................ 8-23
Table 8-14: Results of Selected Freeway Projects ............................................................................................................................................... 8-24
Table 8-15: Viability Analysis of Individual Interchanges ...................................................................................................................................... 8-25
Table 8-16: Results of Financial Analysis of Sub-urban Rail Network (FIRR in %) ............................................................................................ 8-25
Table 8-17: Financial Analysis of Sub-urban Rail Projects................................................................................................................................... 8-26
Table 8-18: Results of Financial Analysis of Individual Stations on Sub-Urban Rail Route ............................................................................... 8-26
Table 8-19: Results of Financial Analysis of Metro Network at MMR Level (FIRR in %) ................................................................................... 8-27
Table 8-20: Results of Financial Analysis of Individual Metro Corridors .............................................................................................................. 8-28
Table 8-21: FIRR of Individual Metro Station ........................................................................................................................................................ 8-28
Table 8-22: Potential for PPP/PSP by Individual Projects .................................................................................................................................... 8-30
Table 8-23: Summary of Funding Requirement and Sources - 2031................................................................................................................... 8-32
Table 8-24: Investment Option with No Budget and any Other Constraints ........................................................................................................ 8-33
Table 8-25: Investment Option with Budget and Other Constraints..................................................................................................................... 8-35
Table 10-1: Key Socio-Economic Indicators of 2005 and 2031 ........................................................................................................................... 10-1
Table 10-2: Traffic Surveys..................................................................................................................................................................................... 10-2
Table 10-3: Daily Traffic and Directional Split at Outer Cordon Survey Locations.............................................................................................. 10-3
Table 10-4: Sub-regional Traffic Interaction, Passenger vehicles (Excluding Bus) ............................................................................................ 10-4
Table 10-5: Sub-regional Traffic Interaction, Buses.............................................................................................................................................. 10-4
Table 10-6: Sub-regional Traffic Interaction, Goods vehicles............................................................................................................................... 10-4
Table 10-7: Traffic Count Screen Line Points..................................................................................................................................................... 10-5
Table 10-8: Summary of Preliminary Cost Estimates for Proposed Transport Networks for Horizon Years 2031, 2021 and 2016 .............. 10-25
Table 10-9: Proposed Transport Infrastructure in MMR for the Horizon Period 2008-2031 ............................................................................. 10-26
Table 10-10: Cluster wise Cost Estimates (In INR million): Horizon Year 2031................................................................................................ 10-27
Table 10-11: Transportation Sub System Cost Distribution among Clusters for the Horizon Year 2031 ........................................................ 10-27
Table 10-12: Summary of Funding Requirement and Sources - 2031 .............................................................................................................. 10-28

LIST OF TABLES

VII

TRANSFORM
LIST OF FIGURES
Figure 1-1 Regional Population Distribution 1971 and 2001 .................................................................................................................................. 1-3
Figure 1-2: Sub-regions and Urban Local Bodies within MMR............................................................................................................................... 1-4
Figure 1-3: Population Growth Trends in Greater Mumbai, 1901-2001 ................................................................................................................. 1-5
Figure 1-4: Spatial Growth within MMR, 1968 2001 ............................................................................................................................................ 1-6
Figure 1-5: Proposed Land use as per Regional Plan,1996-2011 ......................................................................................................................... 1-9
Figure 1-6: Land Utilization in the MMR................................................................................................................................................................. 1-11
Figure 1-7: Per Capita income of Greater Mumbai, Maharashtra and India (at 1993-94 Constant Prices)....................................................... 1-16
Figure 1-8: Income Growth Rates of Greater Mumbai, Maharashtra and India .................................................................................................. 1-17
Figure 1-9: Greater Mumbai GDP: Sector Growth Rates ..................................................................................................................................... 1-17
Figure 1-10: Share of Greater Mumbai GDP in the State, 1993-94 to 2004-05 ................................................................................................. 1-18
Figure 1-11: Sectoral Employment in Greater Mumbai......................................................................................................................................... 1-18
Figure 1-12: London Employment by Sector, 2004............................................................................................................................................... 1-20
Figure 1-13: Emerging Clusters of Growth in MMR - The Challenge of Sustaining High Growth Rate ............................................................. 1-21
Figure 1-14: Office Rents and Quality of Living Rank........................................................................................................................................... 1-22
Figure 1-15: Office Rental Costs in Greater Mumbai 1997-2007 ......................................................................................................................... 1-23
Figure 1-16: The Virtuous Cycle............................................................................................................................................................................. 1-26
Figure 1-17: Mumbais Ranking as an International Financial Centre ................................................................................................................. 1-28
Figure 1-18: Estimated Total GDP in Year 2005 of top 38 cities (billion US$ in PPP terms) ............................................................................. 1-32
Figure 1-19: Estimated GDP Per Capita in 2005 in Selected Major Cities (000 US$ in PPP terms) ................................................................ 1-33
Figure 2-1: MMR Area............................................................................................................................................................................................... 2-2
Figure 2-2:

Overall Process ..................................................................................................................................................... 2-4

Figure 2-3 External Cordon Counts ......................................................................................................................................................................... 2-6

Figure 2-4: Traffic Survey Locations ........................................................................................................................................................................ 2-7
Figure 2-5: Speed flow survey: On-site layout and survey organization................................................................................................................ 2-9
Figure 2-6: Internal TAZ System (1030 Zones) ..................................................................................................................................................... 2-10
Figure 2-7: Training Program Conducted in November 2006............................................................................................................................... 2-16
Figure 2-8: Inaugural Workshop on

for MMR, 14th March, 2005 .................................................................................. 2-16

Figure 2-9: Stakeholder Consultation Meetings .................................................................................................................................................... 2-17

Figure 3-1 : Existing MMR Land use ........................................................................................................................................................................ 3-1
Figure 3-2: 2005 Population Distribution.................................................................................................................................................................. 3-1
Figure 3-3 : Population and Housing Types in MMR in 2005 ................................................................................................................................. 3-2
Figure 3-4 : Household Occupancy by Household Type ........................................................................................................................................ 3-2
Figure 3-5 : Students per Household ....................................................................................................................................................................... 3-2
Figure 3-6 : Average Reported Monthly Income per Household ............................................................................................................................ 3-3
Figure 3-7 : Occupation Status by Housing Type.................................................................................................................................................... 3-3
Figure 3-8: Education Level of HHs in MMR, 2005 ................................................................................................................................................. 3-4
Figure 3-9: Income Distribution (INR per person per month) ................................................................................................................................. 3-5
Figure 3-10: Income Distribution (INR per household per month).......................................................................................................................... 3-5
Figure 3-11: Household size and Household Income (INR per household per month), in MMR , 2005 .............................................................. 3-5
Figure 3-12: Employees per household and Household Income (INR per household per month) in MMR, 2005 .............................................. 3-5
Figure 3-13: Income Distribution (INR per household per month) for Apartments ................................................................................................ 3-6
Figure 3-14: Income Distribution (INR per household per month) for Chawls ....................................................................................................... 3-6
Figure 3-15: Income Distribution (INR per household per month) for Slums......................................................................................................... 3-6
Figure 3-16: Employees by House Type in 2005 .................................................................................................................................................... 3-7
Figure 3-17: Distribution of Office, Industry & Other Employment (2005) ............................................................................................................ 3-7
Figure 3-18: Housing Types and Places of Work .................................................................................................................................................... 3-7
Figure 3-19: Work Force Participation Rate by Sub-regions .................................................................................................................................. 3-8
Figure 3-20: Occupation Structure by Gender (Aged between 20 and 60 years) ................................................................................................. 3-8
Figure 3-21: Places of Employment in 2005............................................................................................................................................................ 3-9
Figure 3-22: Location of Slums in Greater Mumbai .............................................................................................................................................. 3-10
Figure 3-23: Recent Rapid Growth in Navi Mumbai Spurred by Improved Transport Connections to Greater Mumbai .................................. 3-13
Figure 3-24: Emerging Growth of Bandra Kurla Complex .................................................................................................................................... 3-14
Figure 3-25: Potential Concept Plan for Integration of BKC and Dharavi ............................................................................................................ 3-15
Figure 3-26: Sub-Regional Distribution of SEZs ................................................................................................................................................... 3-16
Figure 3-27: Greater Mumbai Reaches for the Sky to Re-invent Itself ................................................................................................................ 3-20
Figure 3-28: Alternate Growth Scenarios and Transportation Strategies ............................................................................................................ 3-23
Figure 3-29: Population Employment Matrix: Short-Listed Scenarios ................................................................................................................. 3-24
Figure 3-30: Historical and Forecasted Population of MMR 1971 to 2031 .......................................................................................................... 3-26
Figure 3-31: Building Types at Place of Employment Assumptions made for 2031 ........................................................................................... 3-29
Figure 3-32: Potential Development Areas............................................................................................................................................................ 3-31

VIII

LIST OF FIGURES

TRANSFORM
Figure 4-1: Flow chart showing methodology of road network mapping effort for MMR....................................................................................... 4-2
Figure 4-2: Road Network Inventory Analysis MMR Level .................................................................................................................................. 4-4
Figure 4-3: Sub-urban Rail Network in MMR........................................................................................................................................................... 4-7
Figure 4-4: Major Transport Corridors in Greater Mumbai ..................................................................................................................................... 4-8
Figure 4-5: Major Transport Corridors in MMR........................................................................................................................................................ 4-9
Figure 4-6: Mechanised (Motorised) Trip Rates in Different Municipalities ......................................................................................................... 4-11
Figure 4-7: Mode Share by No. of Trips No Walk .............................................................................................................................................. 4-12
Figure 4-8: Mode Share by Person*km No Walk ............................................................................................................................................... 4-12
Figure 4-9: Mode Split for Work Trips .................................................................................................................................................................... 4-12
Figure 4-10: Mode Split for Education Trips .......................................................................................................................................................... 4-12
Figure 4-11: Variation in Mode Split by Type of Employment .............................................................................................................................. 4-13
Figure 4-12: Variation in Mode Split for Full Time Employees by Type of Land use of the Place they Go To .................................................. 4-13
Figure 4-13: Variation in Mode Split for Work Trips (by vehicular ownership) .................................................................................................. 4-14
Figure 4-14: Variation in Mode Split for Non Home Based Trips (by vehicular ownership).............................................................................. 4-14
Figure 4-15: Variation in Mode Split for School Trips (by vehicular ownership) ................................................................................................ 4-14
Figure 4-16: Variation in Mode Split with Household Income............................................................................................................................. 4-15
Figure 4-17: Variation in Mode Split with Household Income for Households with No Vehicles Owned .......................................................... 4-15
Figure 4-18: Variation in Mode Split with Household Income for Households with One or More Two Wheelers (no cars)............................ 4-15
Figure 4-19: Variation in Mode Split with Household Income for Households with One or More Cars (no or some two wheelers) .............. 4-15
Figure 4-20: Rail Share by Areas (Morning Peak Period Work Purpose) ....................................................................................................... 4-16
Figure 4-21: Bus Share by areas (Morning Peak Period Work Purpose) ........................................................................................................ 4-16
Figure 4-22: Mode Split by Sub-Regional Movements ......................................................................................................................................... 4-16
Figure 4-23: Distribution by Trip Purpose .............................................................................................................................................................. 4-18
Figure 4-24: Purpose Split by Sub-Regional Movements..................................................................................................................................... 4-18
Figure 4-25: Trip Length Frequency Distribution for Work Trips (With Walk) ..................................................................................................... 4-18
Figure 4-26: Trip Length Frequency Distribution for Education Trips ( With Walk) ............................................................................................ 4-18
Figure 4-27: Mode wise Trip Length (distance in km) Frequency Distribution .................................................................................................... 4-19
Figure 4-28: Distribution of Trips by Occupation ................................................................................................................................................... 4-19
Figure 4-29: Trip Rates by Occupation .................................................................................................................................................................. 4-19
Figure 4-30: Distribution of Trips by Household Income..................................................................................................................................... 4-20
Figure 4-31: Trip Rate and Household Income ..................................................................................................................................................... 4-20
Figure 4-32: Expenditure on Transport (INR per person per month) vs Income Level (INR Per person per month)...................................... 4-20
Figure 4-33: Average Expenditure on Transport by Main Mode (INR per person per month)........................................................................... 4-20
Figure 4-34: Mode wise Expenditure on Transport by Different Income Groups (INR per person per month) ................................................. 4-21
Figure 4-35: Time of the Day of Journeys to Work (and back)............................................................................................................................ 4-21
Figure 4-36: Time of the Day of Journeys to School (and back) ......................................................................................................................... 4-21
Figure 4-37: Two-way Inter-regional OD Matrix (including Walk)........................................................................................................................ 4-22
Figure 4-38: Two-way Inter-regional OD Matrix (excluding Walk)....................................................................................................................... 4-22
Figure 4-39: Rail Trips 2005 (Trips > 1000)......................................................................................................................................................... 4-22
Figure 4-40: Bus Trips 2005 (Trips > 1000)......................................................................................................................................................... 4-22
Figure 4-41: Car Trips 2005 (Trips > 300) ........................................................................................................................................................... 4-22
Figure 4-42: Two Wheeler Trips 2005 (Trips > 300) ............................................................................................................................................ 4-23
Figure 4-43: IPT Trips 2005 (Trips > 300) ............................................................................................................................................................ 4-23
Figure 4-44: Walk Trips 2005 (Trips > 2500)........................................................................................................................................................ 4-23
Figure 4-45: Daily Traffic Flow (veh.) at Sub-region Cordon Locations ............................................................................................................... 4-24
Figure 4-46: Traffic Composition at Sub-region Cordon Locations ...................................................................................................................... 4-24
Figure 4-47: Mode wise Average Occupancy Values for Various Locations ....................................................................................................... 4-26
Figure 4-48: Average Occupancy for Various Modes of the MMR....................................................................................................................... 4-26
Figure 4-49: Mode wise Trip Purpose Distribution ................................................................................................................................................ 4-27
Figure 4-50: Purpose wise Distribution of Passenger Trips at all Sub-regional Cordons ................................................................................... 4-27
Figure 4-51: Trip Length Frequency Distribution Curve ........................................................................................................................................ 4-28
Figure 4-52: Desire Line Diagram Passengers (excluding Passengers by Bus) ............................................................................................. 4-29
Figure 4-53: Desire Line Diagram Passengers - Bus ........................................................................................................................................ 4-31
Figure 4-54: Average trip length variation of MMR Goods Traffic ........................................................................................................................ 4-32
Figure 4-55: Trip Length Frequency Distribution of Goods Traffic ...................................................................................................................... 4-32
Figure 4-56: Trip Frequency Distribution of Goods Traffic.................................................................................................................................... 4-32
Figure 4-57: Commodity Share - Goods Traffic at Sub-regional Cordon Locations............................................................................................ 4-33
Figure 4-58: Average Payload of Goods Traffic .................................................................................................................................................... 4-33
Figure 4-59: Pay Load Distribution on Various Survey Locations of MMR......................................................................................................... 4-33
Figure 4-60: Desire Line Diagram Goods Vehicles............................................................................................................................................ 4-34
Figure 4-61: Estimated Daily Outgoing and Incoming Person flows from/to Greater Mumbai .......................................................................... 4-36
Figure 4-62: Traffic Flows across the Inner Cordon Lines.................................................................................................................................... 4-36
Figure 4-63: Sub Urban Rail Network in Mumbai Metropolitan Region: Screen Lines ....................................................................................... 4-38

LIST OF FIGURES

IX

TRANSFORM
Figure 4-64: Daily, Peak Periods and Peak Hour Passenger Flows Across Screen Lines ................................................................................ 4-39
Figure 4-65: Section/Link Loadings on MMR Rail Network: Morning Peak Hour (9:00 to 10:00 Hrs.) .............................................................. 4-40
Figure 4-66: Section/Link Loadings on MMR Rail Network: Morning Peak Period (6:00 to 11:00 Hrs.)............................................................ 4-40
Figure 4-67: Daily Link Loadings on MMR Rail Network ...................................................................................................................................... 4-41
Figure 4-68: Section/Link Loadings on MMR Rail Network: Evening Peak Hour (18:00 to 19:00 Hrs.) ............................................................ 4-41
Figure 4-69: Section/Link Loadings on MMR Rail Network: Evening Peak Period (17:00 to 23:00 Hrs.).......................................................... 4-42
Figure 4-70: Coach Type and Passenger Distribution .......................................................................................................................................... 4-43
Figure 4-71: Morning Peak Period Passenger Flows across Inner Cordons...................................................................................................... 4-43
Figure 4-72: Evening Peak Period Passenger Flows across Inner Cordons...................................................................................................... 4-43
Figure 4-73: Morning Peak Period (6:00 to 11:00) Passenger Loadings (in Lakhs) ........................................................................................... 4-44
Figure 4-74: Hourly Distribution of Passenger Flows on MMR Rail Network ...................................................................................................... 4-44
Figure 4-75: Concept for Preparing Goods Vehicle Travel Seed Matrix.............................................................................................................. 4-55
Figure 4-76: Outer Cordon Survey Locations....................................................................................................................................................... 4-56
Figure 4-77: Traffic Flow at Outer Cordon Count Locations (In PCUs/day) ....................................................................................................... 4-57
Figure 4-78: Location wise Total Daily Traffic in Descending Order: Outer Cordon Locations ......................................................................... 4-57
Figure 4-79: Location wise Total Daily Traffic Contribution: Outer Cordon Locations ....................................................................................... 4-57
Figure 4-80: Traffic Composition: Outer Cordon Locations .................................................................................................................................. 4-57
Figure 4-81: Hourly Variations of the Traffic at all Outer Cordons-Direction Wise (In Vehicles) ........................................................................ 4-58
Figure 4-82: Super Zones (Zone Groupings) for MMR ......................................................................................................................................... 4-59
Figure 4-83: Traffic Zoning of Maharashtra State ................................................................................................................................................. 4-59
Figure 4-84: External Traffic Zones Across the Country ....................................................................................................................................... 4-60
Figure 4-85: Distribution of Passenger Moving out of MMR by Place of Origin .................................................................................................. 4-60
Figure 4-86: Vehicle Movement Pattern at Outer Cordon Locations ................................................................................................................... 4-61
Figure 4-87: External Traffic: Desire Line Diagrams ............................................................................................................................................. 4-62
Figure 4-88: Trip Length Frequency Distribution for Passenger Vehicle ............................................................................................................. 4-62
Figure 4-89: Purpose-wise Distribution of Passenger Trips: Outer Cordon Locations ....................................................................................... 4-63
Figure 4-90: Occupancy (persons/vehicles) at outer cordons .............................................................................................................................. 4-63
Figure 4-91: Location of Bus Terminal Survey Locations in MMR ...................................................................................................................... 4-66
Figure 4-92 : Desire Line Pattern of Trips More than and Less than 2 Km Radius ............................................................................................. 4-67
Figure 4-93: Past Trends of Annual Disembarked Passengers Domestic Terminals ........................................................................................ 4-71
Figure 4-94: Disembarked Passengers International Terminals ........................................................................................................................ 4-71
Figure 4-95: Disembarked Passenger Domestic & International ........................................................................................................................ 4-71
Figure 4-96: Total Flights Domestic Terminal........................................................................................................................................................ 4-71
Figure 4-97: Total Flights International Terminal................................................................................................................................................... 4-72
Figure 4-98: Total Flights Domestic & International Terminals............................................................................................................................ 4-72
Figure 4-99: Hourly Variation of Passengers at Departure Terminal 1A ............................................................................................................ 4-72
Figure 4-100: Hourly Variations of Passengers at Departure Terminal 1B......................................................................................................... 4-72
Figure 4-101: Hourly Variations of Passengers at Departure Terminal 2A......................................................................................................... 4-72
Figure 4-102: Hourly Variations of Passengers at Departure Terminal 2C ........................................................................................................ 4-72
Figure 4-103: Hourly Variations of Passengers at Departure of Domestic & International Terminal ................................................................ 4-72
Figure 4-104: Traffic Volume Count Locations: International Airport ................................................................................................................. 4-74
Figure 4-105: Traffic Volume Count Locations: Domestic Airport ....................................................................................................................... 4-74
Figure 4-106: Ground Movement of Air Passenger Travel Pattern: Domestic Airport ........................................................................................ 4-74
Figure 4-107: Ground Movement of Air Passenger Travel Pattern: International Airport ................................................................................... 4-76
Figure 4-108: Annual Growth Rate of Air Passenger Travel of Mumbai Airport................................................................................................. 4-79
Figure 4-109: Air Passenger Travel of Mumbai Airports for the Year 2003-04 ................................................................................................. 4-80
Figure 4-110: Monthly variation of Average Daily Air Passenger Travel of Mumbai Airport for the Year 2004-05 ......................................... 4-80
Figure 4-111: GDP Vs Trips per Capita of Major Cities of the World ................................................................................................................... 4-81
Figure 4-112: Statistical Data on Possible Growth Rates in Various Sectors by World Travel and Tourism Council...................................... 4-82
Figure 4-113: Existing Goods Operating Locations of MMR ................................................................................................................................ 4-83
Figure 4-114: Location of Major Railway Terminals/ Stopping Stations in MMR .............................................................................................. 4-87
Figure 4-115: Cumulative Originating Inter- City Rail Passengers from MMR .................................................................................................. 4-91
Figure 4-116: Location of Mumbai Port................................................................................................................................................................. 4-92
Figure 4-117: Location of Mumbai Port, Jawaharlal Nehru Port and Rewas Port in MMR.............................................................................. 4-92
Figure 4-118: Mumbai Harbour ............................................................................................................................................................................ 4-93
Figure 4-119: Overall Traffic at Mumbai Port (Import + Export, Mill. Tonne).................................................................................................... 4-94
Figure 4-120: Non-POL Imports at Mumbai Port (million tonne) .......................................................................................................................... 4-94
Figure 4-121: Non-POL Exports at Mumbai Port (million tonne) .......................................................................................................................... 4-94
Figure 4-122: Container Traffic at Mumbai Port (1975-2006)............................................................................................................................... 4-95
Figure 4-123: Location of JN Port (among major ports of India) ........................................................................................................................ 4-99
Figure 4-124: Location of JN Port (in Mumbai surroundings).............................................................................................................................. 4-99
Figure 4-125: Container Import Process Flow..................................................................................................................................................... 4-100
Figure 4-126: Container Export Process Flow..................................................................................................................................................... 4-100

LIST OF FIGURES

TRANSFORM
Figure 4-127: Growth of Container Traffic at Mumbai and JNPT (TEUs) .......................................................................................................... 4-101
Figure 4-128: JN Port Immediate Surrounding Transportation Network............................................................................................................ 4-102
Figure 4-129: JN Port Surrounding Transportation Network ............................................................................................................................. 4-102
Figure 4-130: JN Port Regional Connectivity ...................................................................................................................................................... 4-102
Figure 4-131: Traffic resulting from Container Traffic ........................................................................................................................................ 4-102
Figure 4-132: Rewas Port Location...................................................................................................................................................................... 4-103
Figure 4-133: Rewas Port Layout......................................................................................................................................................................... 4-104
Figure 4-134: Important Creeks, Water bodies and Port Related Locations in MMR ....................................................................................... 4-105
Figure 4-135: PWT Routes and Terminals .......................................................................................................................................................... 4-108
Figure 4-136: Growth of Total Motor Vehicles in MMR ....................................................................................................................................... 4-109
Figure 4-137: Growth of Private Vehicles in MMR .............................................................................................................................................. 4-110
Figure 4-138: Proportion of Cars in Private Vehicles .......................................................................................................................................... 4-110
Figure 4-139: Estimated Growth of Cars & Two Wheelers................................................................................................................................ 4-111
Figure 4-140: Turn Penalty Functions for 4 and 6 Lane Carriageways (Delay in Seconds)............................................................................. 4-119
Figure 4-141: Turn Penalty Functions for 8 and 10 Lane Carriageways (Delay in seconds) ........................................................................... 4-119
Figure 4-142: Suburban Trains Originating/Destining/Passing by the Stations on Western Railway (Daily) .................................................. 4-123
Figure 4-143: Suburban Trains Originating/Destining/Passing by the Stations on Central Railway (Daily) .................................................... 4-123
Figure 4-144: Suburban Train Passengers (Peak Period- 6:00am to 11:00am) ............................................................................................... 4-124
Figure 4-145: Measuring Crowding in Trains: Number of passengers/sqm in different parts of a 2nd class coach........................................ 4-125
Figure 4-146: Percentage Share of Main Mode .................................................................................................................................................. 4-131
Figure 4-147: Percentage Share of Access and Egress Mode .......................................................................................................................... 4-131
Figure 4-148: In-vehicle Travel Time (Main Mode) and Total Travel Time of the Complete Trip ..................................................................... 4-132
Figure 4-149: Per Trip Cost of the Main Mode and Total Per Trip Cost ............................................................................................................ 4-132
Figure 4-150: Comfort Level for Train and Bus Trips.......................................................................................................................................... 4-133
Figure 5-1: Overview of the Modelling Approach .................................................................................................................................................... 5-2
Figure 5-2: 2005 AM Peak Period Travel by Mode ................................................................................................................................................. 5-5
Figure 5-3: Train Work Trips Am Peak Period......................................................................................................................................................... 5-5
Figure 5-4: Bus Work Trips Am Peak Period........................................................................................................................................................... 5-5
Figure 5-5: Car + 2W Work Trips Am Peak Period ................................................................................................................................................. 5-5
Figure 5-6: Hourly Variation of Train Passenger Flows on Rail Network from Rail Passenger Surveys ............................................................ 5-6
Figure 5-7: Time of the Day of Journeys to Work (and back) from HIS Analysis ................................................................................................. 5-6
Figure 5-8: Number of Trips Made by Motorized and Non-motorized Modes ....................................................................................................... 5-7
Figure 5-9: Trip Length (in km) - Frequency Distribution by Walk alone Mode ............................................................................................... 5-7
Figure 5-10: Trip kilometres Performed by Motorized and Non Motorized Trips.................................................................................................. 5-8
Figure 5-11: Concentration of Walk Trips in few Localities.................................................................................................................................... 5-8
Figure 5-12: Four Stage Travel Demand Modelling Process .............................................................................................................................. 5-14
Figure 5-13: Trip Production Population Correlation AM Peak ......................................................................................................................... 5-17
Figure 5-14: Strategic or Forecast Traffic Zone System Adopted for TEM Development .................................................................................. 5-18
Figure 5-15: Sub-regions of MMR .......................................................................................................................................................................... 5-19
Figure 5-16: Purpose wise TLFD Comparison ........................................................................................................................................................ 5-1
Figure 5-17 : Methodology for Mode-Choice Model Development......................................................................................................................... 5-2
Figure 5-18 : MNL Model: Case 8a (HMW: Office Trips), Island City, Vehicle Available..................................................................................... 5-4
Figure 5-19 : MNL Model: Case 8b (HBW: Office Trips), Non-Island, Vehicle Available...................................................................................... 5-4
Figure 5-20 : MNL Model: Case 8c (HBW: Office Trips), Island City, Vehicle Not Available............................................................................... 5-4
Figure 5-21 : MNL Model: Case 8d (HBW Trips), Non Island City, Vehicle Not Available ................................................................................... 5-4
Figure 5-22 : Methodology for Mode-Choice Model Development: Morning Peak Period.................................................................................... 5-5
Figure 5-23 : Validation of Travel demand Modelling Process............................................................................................................................. 5-11
Figure 5-24: ICs and SLs for Comparison of Observed and Estimated Flows for Revalidation of Travel demand Model .............................. 5-12
Figure 5-25: Comparison of Observed and Assigned Flows across Screen Lines: Train .................................................................................. 5-13
Figure 5-26: Comparison of Observed and Assigned Flows across Inner Cordons and Sub Region Cordons (Car, Two Wheeler,
Auto, Taxi, LCVs and Trucks)................................................................................................................................................................................. 5-14
Figure 5-27: Comparison of Rail Passenger Flows, Island City ........................................................................................................................... 5-15
Figure 5-28: Comparison of Rail Passenger Flows, Suburbs............................................................................................................................... 5-15
Figure 5-29: Comparison of Rail Passenger Flows, Eastern Region................................................................................................................... 5-16
Figure 5-30: Comparison of Bus Passenger Flows, Island City ........................................................................................................................... 5-16
Figure 5-31: Comparison of Bus Passenger Flows, Suburbs............................................................................................................................... 5-17
Figure 5-32: Comparison of Bus Passenger Flows, Northern Region ................................................................................................................. 5-17
Figure 5-33: Comparison of Bus Passenger Flows, Eastern Region and Major Bridges ................................................................................... 5-18
Figure 5-34: Comparison of Auto PCU Flows, Island City.................................................................................................................................... 5-19
Figure 5-35: Comparison of Auto PCU Flows, Suburbs ....................................................................................................................................... 5-20
Figure 5-36: Comparison of Auto PCU Flows, Northern Region .......................................................................................................................... 5-20
Figure 5-37: Comparison of Auto PCU Flows, Eastern Region (Across Major Bridges) .................................................................................... 5-21
Figure 5-38: Assigned Rail and Bus passenger Flows ......................................................................................................................................... 5-22

LIST OF FIGURES

XI

TRANSFORM
Figure 5-39: Modelling Procedure for Horizon Years ............................................................................................................................................ 5-23
Figure 6-1: MMRDA Regional Plan and Proposed Road Network Plan ................................................................................................................ 6-2
Figure 6-2: MMRDA Regional Plan 1996-2011 - Rail Transportation Proposals .................................................................................................. 6-3
Figure 6-3: MUTP Rail Projects Phases I and II...................................................................................................................................................... 6-3
Figure 6-4 : Proposed Metro Network in Greater Mumbai (Master Plan for Mumbai Metro) ................................................................................ 6-5
Figure 6-5: Organisational Structure of Greater London Authority & Transport for London ................................................................................. 6-9
Figure 6-6: Urban Axis Linking Core Cities............................................................................................................................................................ 6-10
Figure 6-7: Growth of Rail Based Public Transport Network in Tokyo................................................................................................................. 6-11
Figure 6-8: SEOUL: A New Paradigm of Urban Planning .................................................................................................................................... 6-12
Figure 6-9: Chonggye-Cheon Restoration (Before and After) .............................................................................................................................. 6-12
Figure 6-10: Seoul Metropolitan Region Proposed: 2020 Spatial Structure ....................................................................................................... 6-13
Figure 6-11: Overview of Evaluation of Alternative Development Options .......................................................................................................... 6-15
Figure 6-12: Transport Corridors............................................................................................................................................................................ 6-17
Figure 6-13: Major Developments and Opportunities for Greenfield Expansion ................................................................................................ 6-18
Figure 6-14: Nodal and Greenfield Development Potential .................................................................................................................................. 6-20
Figure 6-15: Conceptual Rail Expansion ............................................................................................................................................................... 6-21
Figure 6-16: Conceptual Freeway Expansion ....................................................................................................................................................... 6-21
Figure 6-17: Transport Network for Horizon Year - Transit and Highway Network............................................................................................. 6-21
Figure 6-18: Allocation by Alternative Growth Scenarios ..................................................................................................................................... 6-22
Figure 6-19: Municipal Clusters & Traffic Zones ................................................................................................................................................... 6-23
Figure 6-20: Cluster Level Population and Employment Estimates: Scenario P2E1 .......................................................................................... 6-25
Figure 6-21: Cluster Level Population and Employment Estimates: Scenario P1E2 .......................................................................................... 6-26
Figure 6-22: Cluster Level Population and Employment Estimates: Scenario P2E2 .......................................................................................... 6-27
Figure 6-23: Cluster Level Population and Employment Estimates: Scenario P3E3 .......................................................................................... 6-28
Figure 6-24: Cluster Level Population and Employment Estimates: Scenario P3E4 .......................................................................................... 6-29
Figure 6-25: Cluster Level Population and Employment Estimates: Scenario P3E4 .......................................................................................... 6-30
Figure 6-26: Assignment of 2005 and 2031 Demand on base year (2005) network (Scenario P3E3) .............................................................. 6-31
Figure 6-27: Modal Desires for 2031...................................................................................................................................................................... 6-32
Figure 6-28: By-passable Traffic across the Sub-Regions of MMR (Base Year) ................................................................................................ 6-32
Figure 6-29: Interaction amongst sub-regions (Base Year).................................................................................................................................. 6-33
Figure 6-30: Traffic Interaction at Outer Cordon (Base Year) .............................................................................................................................. 6-34
Figure 6-31: Population and Employment Matrix: Short-Listed Scenarios .......................................................................................................... 6-35
Figure 6-32: Indicative Capacities of Supplementary Transit Technologies ....................................................................................................... 6-37
Figure 6-33: Suburban Rail/ Metro and Road Assignment (Scenario P1E2) ...................................................................................................... 6-38
Figure 6-34: Suburban Rail/ Metro and Road Assignment (Scenario P2E1) ...................................................................................................... 6-39
Figure 6-35: Suburban Rail/ Metro and Road Assignment (Scenario P2E2) ...................................................................................................... 6-39
Figure 6-36: Suburban Rail/ Metro and Road Assignment (Scenario P3E3) ...................................................................................................... 6-40
Figure 6-37: Suburban Rail/ Metro and Road Assignment (Scenario P3E4) ...................................................................................................... 6-40
Figure 6-38: Suburban Rail/ Metro and Road Assignment (Scenario P4E3) ...................................................................................................... 6-41
Figure 6-39: Population-Employment Distribution Matrix...................................................................................................................................... 6-44
Figure 6-40: Population Distribution ....................................................................................................................................................................... 6-44
Figure 6-41: Employment Distribution.................................................................................................................................................................... 6-44
Figure 6-42: MMR Suburban Rail and Metro Network 2031 ................................................................................................................................ 6-46
Figure 6-43: MMR Higher Order Highway Network 2031 ..................................................................................................................................... 6-46
Figure 6-44: Comparison of Mumbai Major Transit Concept Plan with Other Major Cities ................................................................................ 6-47
Figure 6-45: Comparison of Mumbai Major Road Concept Plan with Other Major Cities................................................................................... 6-47
Figure 6-46: Modeling Procedure for Horizon Year (2031)................................................................................................................................... 6-48
Figure 6-47: Comparative Initial Assessment of Lane Requirement by Scenario ............................................................................................... 6-54
Figure 6-48: Recommended Right of Way Requirement for Regional Road Network ........................................................................................ 6-55
Figure 6-49: Candidate Corridors for BRTS/ EBL/Mono Rail ............................................................................................................................... 6-56
Figure 6-50: Typical Cross-Sections for BRTS Corridors: BRTS Lanes Placed at the Centre........................................................................... 6-57
Figure 6-51: Typical Cross-Sections for BRTS Corridors: BRTS Lanes Placed at the Edge terminals............................................................. 6-57
Figure 6-52: Candidate Multi Modal Transportation Corridors ............................................................................................................................ 6-58
Figure 6-53: Examples of Low Cost At-Grade Metro and Multi Modal Corridors ................................................................................................ 6-58
Figure 6-54: Trans Milleno (BRT) Bogota Multi-Modal Corridor ........................................................................................................................... 6-59
Figure 6-55: Proposed Ahmedabad BRT Multi- Modal Corridor .......................................................................................................................... 6-59
Figure 6-56: Typical Cross Sections for Multi- Modal Corridors ........................................................................................................................... 6-60
Figure 6-57: Proposed Horizon Year Transit Network .......................................................................................................................................... 6-61
Figure 6-58: Proposed Horizon Year Highway Network ....................................................................................................................................... 6-62
Figure 6-59: Inadequate Design Detailing of Footpath ......................................................................................................................................... 6-67
Figure 6-60: People Jay-walking ............................................................................................................................................................................ 6-67
Figure 6-61: Footpath Encroachment by Commercial Establishments............................................................................................................... 6-67
Figure 6-62: A Street Through Slums .................................................................................................................................................................... 6-67

XII

LIST OF FIGURES

TRANSFORM
Figure 6-63: Passenger Catchment Areas Transit Stations .............................................................................................................................. 6-69
Figure 6-64: Area wide Pedestrian Network - Mankhurd and Santacruz Railway Station Catchment areas ................................................... 6-70
Figure 6-65: Terrorist Attack on Suburban Railway Western Line Year 2006 ..................................................................................................... 6-71
Figure 6-66: Crucial Roads Flooded During Monsoons of Year 2005 ................................................................................................................ 6-71
Figure 6-67: Proposed Inter-City Rail Terminal/ Station & Intermodal Strategy ................................................................................................ 6-87
Figure 6-68: Approach for Economic Analysis ...................................................................................................................................................... 6-97
Figure 6-69: The Alternatives for Economic Analysis ........................................................................................................................................... 6-97
Figure 7-1: Population Growth and Distribution by Cluster: P2 and P3 ................................................................................................................. 7-3
Figure 7-2: Employment Growth and Distribution by Cluster: E2, E3 and E4 ....................................................................................................... 7-4
Figure 7-3: Population Distribution by Cluster, Horizon Year 2021........................................................................................................................ 7-5
Figure 7-4: Employment Distribution by Cluster, Horizon Year 2021..................................................................................................................... 7-6
Figure 7-5: Population Distribution by Cluster, Horizon Year 2016........................................................................................................................ 7-7
Figure 7-6: Employment Distribution by Cluster, Horizon Year 2016..................................................................................................................... 7-8
Figure 7-7: Methodology Adopted for Transport Network Assessment for Horizon Period (up to 2031)............................................................ 7-9
Figure 7-8: Forecast of Motorised Person Trips by Purpose: Morning Peak Period ........................................................................................... 7-10
Figure 7-9: Forecast of Motorised Person Trips by Mode: Morning Peak Period ............................................................................................... 7-11
Figure 7-10: Hourly Variation of Traffic Composition Passenger and Goods Vehicles (Base Year) .............................................................. 7-12
Figure 7-11: Suburban Rail/ Metro Passenger Flows (Morning Peak Hour) and Network Proposals for Horizon Year 2021 Scenario
P3E3 ........................................................................................................................................................................................................................ 7-17
Figure 7-12: Road Flows (PCUs/hr.) and Network Proposals (Morning Peak Hour) and Network Proposals for Horizon Year 2021
Scenario P3E3......................................................................................................................................................................................................... 7-17
Figure 7-13: Recommended Sub-urban & Metro Network for the Horizon Year 2021 ....................................................................................... 7-18
Figure 7-14: Recommended Highway Network for the Horizon Year 2021......................................................................................................... 7-18
Figure 7-15: Suburban Rail/ Metro Passenger Flows (Morning Peak Hour) and Network Proposals for Horizon Year 2016 Scenario
P3E3 ........................................................................................................................................................................................................................ 7-22
Figure 7-16: Road Flows (PCUs/hr.) and Network Proposals (Morning Peak Hour) and Network Proposals for Horizon Year 2021
Scenario P3E3......................................................................................................................................................................................................... 7-22
Figure 7-17: Recommended Sub-urban & Metro Network for the Horizon Year 2016 ....................................................................................... 7-23
Figure 7-18: Recommended Highway Network for the Horizon Year 2016......................................................................................................... 7-23
Figure 7-19: Congestion Charging Zone and Western Extension in London ..................................................................................................... 7-27
Figure 7-20: London Congestion Charging Area super posed on Island City of Mumbai................................................................................. 7-27
Figure 7-21: Congestion Charge % Reduction in Car (Horizon Year 2016) ..................................................................................................... 7-28
Figure 7-22: Concept for Prioritisation of Transit Corridors .................................................................................................................................. 7-42
Figure 7-23: Prioritization of Metro Corridors ........................................................................................................................................................ 7-44
Figure 7-24: Prioritization of Sub-urban Rail Corridors ......................................................................................................................................... 7-45
Figure 7-25: Concept for Prioritization of Highway Corridors ............................................................................................................................... 7-46
Figure 7-26: Prioritisation of Highway Corridors.................................................................................................................................................... 7-49
Figure 8-1: Allocations of California Fuel Sales Tax Revenues ............................................................................................................................. 8-4
Figure 8-2: Distribution of Local Transport Revenues in California........................................................................................................................ 8-4
Figure 8-3: Transport Spending 1994-2015 - The Future of Transportation - Network for 2030.......................................................................... 8-5
Figure 8-4 : Regional Development Charge Framework ...................................................................................................................................... 8-14
Figure 8-5 : Integrated Regional and Municipal Development Charge Framework ............................................................................................ 8-14
Figure 8-6: Metro Advertisements in Shanghai .................................................................................................................................................. 8-16
Figure 8-7: Air Right and Transit Orient Development (Kuala Lumpur and Tokyo) ............................................................................................ 8-17
Figure 8-8: Freeway Interchanges Identified for Nodal Development.................................................................................................................. 8-19
Figure 8-9: Suburban Railway System with Identified Station Nodes for Commercial Development ................................................................ 8-20
Figure 8-10: Metro System with Stations Types Identified for Commercial Development .................................................................................. 8-21
Figure 8-11: Viability Sensitiveness to Increase and Decrease in Number of Nodes ......................................................................................... 8-29
Figure 9-1: Political Structure and Corporate Structure of TransLink .................................................................................................................... 9-2
Figure 9-2: Organisation Structure of Greater London Authority, Boroughs Areas and GLA Group .................................................................. 9-4
Figure 9-3: Metro System and Commuter Rail System in New York ..................................................................................................................... 9-6
Figure 9-4: Tokyo Governance................................................................................................................................................................................. 9-9
Figure 9-5: Institutional Arrangement for Option I: Strengthening MMRDA to include transport functions- Unified Transport
Administration......................................................................................................................................................................................................... 9-22
Figure 9-6: Proposed Organisation Setup in MMRDA .......................................................................................................................................... 9-24
Figure 9-7: Proposed Organisation Setup in Municipal Corporations and ULBs................................................................................................ 9-25
Figure 9-8: Institutional Arrangement for Option 2: Proposed Organisational Structure for UMTA ................................................................... 9-26
Figure 10-1: Traffic Flow at Outer Cordon Count Locations (In PCUs/day) ........................................................................................................ 10-3
Figure 10-2: Location wise Total Daily Traffic in Descending Order: Outer Cordon Locations .......................................................................... 10-3
Figure 10-3: Morning Peak Period (6:00 to 11:00 hrs) Passenger Loadings (in Lakhs) ..................................................................................... 10-6
Figure 10-4: Hourly Distribution of Passenger Flows on MMR Rail Network ...................................................................................................... 10-6
Figure 10-5: Four Stage Travel Demand Modelling Process .............................................................................................................................. 10-7
Figure 10-6: Person Trips and Modal Split AM Peak Period: 2005/2031 (P3E3) ........................................................................................... 10-8
Figure 10-7: Person Trip kms and Modal Split AM Peak Period: 2005/2031 (P3E3) ..................................................................................... 10-8

LIST OF FIGURES

XIII

TRANSFORM
Figure 10-8: Comparison of Person Travel in 2031 by Road and Transit ........................................................................................................... 10-8
Figure 10-9: Proposed Transit Network Horizon Year 2031............................................................................................................................ 10-10
Figure 10-10: Proposed Highway Network Horizon Year 2031....................................................................................................................... 10-11
Figure 10-11: Concept for Development Intensification Focused on Transportation Corridors ....................................................................... 10-12
Figure 10-12: Candidate Roads for Bus Rapid Transit/ EBL/ Mono Rail ........................................................................................................... 10-13
Figure 10-13: Candidate Multi-modal Corridors .................................................................................................................................................. 10-13
Figure 10-14: Proposed Inter-City Rail Terminal/ Station & Intermodal Strategy............................................................................................. 10-16
Figure 10-15: PWT Routes and Terminals .......................................................................................................................................................... 10-17
Figure 10-16: Passenger Catchment Areas Transit Stations .......................................................................................................................... 10-19
Figure 10-17: Proposed Transit Network Horizon Year 2021 ......................................................................................................................... 10-20
Figure 10-18: Proposed Highway Network Horizon Year 2021....................................................................................................................... 10-21
Figure 10-19: Proposed Transit Network Horizon Year 2016 ......................................................................................................................... 10-22
Figure 10-20: Proposed Highway Network Horizon Year 2016....................................................................................................................... 10-23
Figure 10-21: Traffic Engineering Measures Cost Estimates .......................................................................................................................... 10-24
Figure 10-22: Institutional Arrangement for Option I: Strengthening MMRDA to include transport functions- Unified Transport
Administration....................................................................................................................................................................................................... 10-30
Figure 10-23: Proposed Organisation Setup in MMRDA.................................................................................................................................... 10-32
Figure 10-24: Proposed Organisation Setup in Municipal Corporations and ULBs .......................................................................................... 10-33
Figure 10-25: Institutional Arrangement for Option 2: Proposed Organisational Structure for UMTA ............................................................. 10-34

LIST OF BOXES
Box 1-1: Spatial Specialization-Greater Mumbai..................................................................................................................................................... 1-3
Box 1-2: Planning Process Direction of Efforts .................................................................................................................................................... 1-8
Box 1-3: Objectives of Regional Development Management ................................................................................................................................. 1-9
Box 1-4: Key Policy Areas Identified by World Bank............................................................................................................................................ 1-15
BOX 1-5: THE EMERGING SKILL SHORTAGE .................................................................................................................................................. 1-24
Box 1-6: Salient Features of Industrial, Investment And Infrastructure Policy, 2006 .......................................................................................... 1-24
Box 1-7: SWOT of MMR ......................................................................................................................................................................................... 1-26
Box 1-8: Dimensions of Vision For MMR ............................................................................................................................................................... 1-27
Box 1-9: Potential Areas and Characteristics of MMR For Developing Public Realm and Distinct Urban Image ............................................. 1-29
Box 6-1: The Mayor and Transport for London : established twelve priority measures:....................................................................................... 6-8
Box 6-2: Changing Priorities ................................................................................................................................................................................... 6-10
Box 6-3: T R A N S F O R M balanced approach ............................................................................................................................................... 6-63
Box 6-4: National Urban Transport Policy Non Motorised Modes..................................................................................................................... 6-68
Box 8-1: Business Plan for Mumbai Metropolitan Region Draft Final Report (August 2007) ............................................................................ 8-7

XIV

LIST OF BOXES

TRANSFORM
Abbreviations
AIILSG
ALM
AM
AMC
ATC
ATL
BB&CI
BC Terminus
BEST
BKC
BMC
BMC, MCGM
BMR
BMRDA
BNMC
BOT
BOOST
BRTS
BT
BTHL
BUTP
BWSL
CAD
CAGR
CBD
CES
CFS
CIDCO
CIP
CR
CRRI
CRZ
CRZ
CSDA
CSIA
CST
CTIRC
CTS
DC
DCR
DDA
DEA
DMRC
DP
DPC
DPR
EBL
EBZ
EC
ECS
EEH
EIA
EIRR
EMME
ES
ESRI
FAR
FCG
FCL
FDI
ABBREVIATIONS

All India Institute of Local Self Government

Advanced Locality Management
Ante Meridian
Ambernath Municipal Corporation
Area Traffic Control
Average Trip Length
Bombay, Baroda and Central India
Bombay Central Terminus
Brihanmumbai Electric Supply & Transport
Bandra Kurla Complex
Bombay Municipal Corporation
Brihanmumbai Municipal Corporation, Municipal Corporation of Greater Mumbai, (different names for same
body)
Bombay Metropolitan region
Bombay Metropolitan Regional Development Authority (now MMRDA)
Bhiwandi Nizampur Municipal Corporation
Build Operate Transfer
Build Operate Own Share and Transfer
Bus Rapid Transit System
Bio Technology
Bombay Trans Harbour Link (now MTHL)
Bombay Urban Transport Project
Bandra Worli Sea Link
Computer Aided Design
Compound annual growth rate
Central Business District
Consulting Engineering Services
Container Freight Station
City and Industrial Development Corporation of Maharashtra
Capital Investment Plans
Central Railway
Central Road Research Institute
Coastal Regulation Zone
Costal Regulation Zone
Chhtrapati Shivaji Domestic Airport
Chhtrapati Shivaji International Airport
Chhatrapati Shivaji Terminus (formerly known as VT)
Civic Training Institute and Research Center
Comprehensive Transport Study (known as TranSfoRM)
District of Columbia
Development Control Regulation
Delhi Development Authority
Department of Economic Affairs
Delhi Metro Rail Corporation
Development Plan
District Planning Committee
Detailed Project Report
Exclusive Bus Lane
Employment by Zone
Empowered Committee
Equivalent Car Spaces
Eastern Express Highway
Environmental Impact Assessment
Economic Internal Rate of Return
Equilibre Multimodal Multimodal Equilibrium
Environmental Status
Environmental Systems Research Institute
Floor Area Ratio
First Class General
First Class Ladies
Foreign Direct Investment

XV

TRANSFORM
FHWA
FII
FIRR
FIs
FOB
FOP
FSI
FY
GCP
GDP
GFCI
GHG
GIS
GLA
GMLR
GoI
GoM
GPS
GTIPL
ha
HBE
HBindW
HBO
HBoffW
HBothW
HIS
HLSC
HPEC
HUDA
IC
ICD
IFC
IIFCL
IIM
IIT
IJ
ILUTM
IPT
IRC
ISBT
IT
ITS
ITES
JNICT
JNNURM
JNPT
JV
JVLR
JVPD
KCNA
KDMC
KDMT
KHAB
L&T
LASA
LCV
LDC
LED
LIG
LRT
LT Terminus
LTS

XVI

Federal Highway Administration

Foreign Institutional Investor
Financial Internal Rate of Return
Financial Institutions
Foot Over Bridge
Financial Operating Plan
Floor Space Index
Financial Year
Ground Control Points
Gross Domestic Product
Global Financial Centres Index
Green House Gases
Geographic Information System
Greater London Authority
Goregaon Mulund Link Road
Government of India
Government of Maharashtra
Global Positioning System
Gateway Terminals India Private Limited
Hectare
Home to School or college
Home to industry work
Home to shop, social recreational etc.
Home to office work
Home to Other employment centers
Home Interview Survey
High Level Steering Committee
High Power Empowered Committee
Hyderabad Urban Development Authority
Inner Cordon
Inland Container Depot
International Financial Centre
Infrastructure Finance Company Limited
Indian Institute of Management
Indian Institute of Technology
Industry Jobs or Industry Employment by zone
Integrated Land Use Transportation Model
Intermediate Public Transport
Indian Roads Congress
Inter State Bus Terminal
Information Technology
Intelligent Transport System
Information Technology Enabled Services
Jawaharlal Nehru International Container Terminal
Jawaharlal Nehru National Urban Renewal Mission
Jawaharlal Nehru Port Trust
Joint Venture
Jogeshwari-Vikroli Link Road
Jogeshwari Vile Parle Development scheme
Kalyan Complex Notified Area
Kalyan Dombivali Municipal Corporation
Kalyan Dombivali Municipal Transport
Konkan Housing Area Development Board
Larsen and Toubro
LEA Associates South Asia
Light Commercial Vehicle
Lane Divided Carriageways
Local Economic Development
Lower Income Group
Light Rail Transit
Lokmanya Tilak Terminus
Long term Transportation Strategy
ABBREVIATIONS

TRANSFORM
LVIT
M&E
MAV
MB
MBMC
MBMT
MbPT
MBR & RB
MCGM
MDF
MERI
MHADA
MIDC
MIS
mld
MMB
MMB
MMPA
MMPG
MMR
MMRDA
MMRDA Act
MMS
MNC
MNL
MoEF
MPA
MPC
MPCB
MR&TP Act
MRTS
MRVC
MSRTC
MTA
MTHL
MTSU
MUD
MUIF
MUIP
municipality
MUTP
NA
NASSCOM
NDDP
NGO
NH
NHB
NMMC
NMMT
NMT
NPV
NSDP
NSE
NSICT
NSSO
NTDA
NUTP
O&M
octroi
OD
OJ
OtJ
ABBREVIATIONS

Land Value Increment Tax

Monitoring and Evaluation
Multi Axle Vehicle
Mid Block
Mira Bhayander Municipal Corporation
Mira Bhayander Municipal Transport
Mumbai Port Trust
Mumbai Building Repair and Reconstruction Board
Municipal Corporation Greater Mumbai
Mumbai Development Fund
Maharashtra Engineering Research Institute
Maharashtra Housing and Area Development Authority
Maharashtra Industrial Development Corporation
Management Information System
Million Litres/day
Maharashtra Maritime Board
Maharashtra Maritime Board
Mumbai Municipal Parking Authority
Mumbai Metro Planning Group
Mumbai Metropolitan Region
Mumbai Metropolitan Regional Development Authority
Mumbai Metropolitan Regional Development Authority Act, 1974
Mumbai Metro Study
Multi National Company
Multi Nominal Logit
Ministry of Environment and Forests
Municipal Parking Authority
Metropolitan Planning Committee
Maharashtra Pollution Control Board
Maharashtra Regional and Town Planning Act, 1966
Mass Rapid Transport System
Mumbai Railway Vikas Corporation
Maharashtra State Road Transport Corporation
Metropolitan Transportation Authority
Mumbai Trans Harbor Link
Mumbai Transformation Support Unit (under AIILSG)
Ministry of Urban Development
Maharashtra Urban Infrastructure Fund
Mumbai Urban Infrastructure Project
municipal corporation or municipal council
Mumbai Urban Transport Project
Non Agricultural Area
National Association of Software and Services Companies
Net District Domestic Product
Non Governmental Organisation
National Highway
Non Home Based
Navi Mumbai Municipal Corporation
Navi Mumbai Municipal Transport
Non Motorised Transport
Net Present Value
Net State Domestic Product
National Stock Exchange
Nhava Sheva International Container Terminal Ltd
National Survey Sample Organisation
New Town Development Authority
National Urban Transport Policy
Operations and Maintenance
a tax on goods brought into a town or district
Origin Destination
Office Jobs or Office Employment by zone
Other Jobs or Office Employment by zone

XVII

TRANSFORM
PCU
PH
PHPDT
PIL
POP
PPP
PPP
PSU
PV
PWC
PWD
PWT
QoL
R&R
RCA
RIS
RITES
ROB
RoR
ROW
RP
RS
RSI
RTA
RTI
RTS
RUB
RWF
RWI
RWO
SAARC
SCG
SCL
SCLR
SDP
SEBI
SEEPZ
SEZ
SH
SPA
SPFE
SPM
SPV
sq ft
sq m
SRC
SWOT
TAC
TAZ
TCS
TDM
TDR
TEM
TEU
TfL
TG
TJ
TLFD
TMC
TMG
TMT
TNUDF

XVIII

Passenger Car Unit

Physically Handicapped
Peak Hour Peak Direction Traffic
Public Interest Litigation
Population
Public Private Partnership
Purchasing Power Parity terms
Public Sector Units
Private Vehicles
PriceWaterCoopers
Public Works Department
Passenger Water Transport
Quality of Life
Resettlement & Rehabilitation
Rent Control Act
Regional Information System
Rail India Techno Economic Services
Road Over Bridge
Rest of the Region
Right of Way
Regional Plan
Resident Students
Road Side Interview
Road Transport Authority
Right to Information Act
Rapid Transit System
Road Under Bridge
Resident Workers Working in Office Category jobs
Resident Workers Working in Industry Category jobs
Resident Workers Working in Other Category jobs
South Asian Association for Regional Cooperation
Second Class general
Second Class Ladies
Santa Cruz Chembur Link Road
Sanctioned Development Plan
Securities and Exchange Board of India
Santacruz Electronics Export Processing Zone
Special Economic Zone
State Highway
Special Planning Authority
State Pooled Finance Entity
Suspended particulate matter
Special Purpose Vehicle
square foot, ft2
square metre, m2
Sub-Regional Cordon
Strength, Weakness, Opportunities and Threats
Technical Advisory Committee
Traffic Analysis Zones
Tata Consultancy Services
Travel Demand Management
Transferable Development Rights
Trip End Model
Truck Equivalent Unit
Transport for London
Trip Generation
Total Jobs or Employment by zone
Trip Length Frequency Distribution
Thane Municipal Corporation
Tokyo Metropolitan Government
Thane Municipal Transport
Tamilnadu Urban Development Fund
ABBREVIATIONS

TRANSFORM
TOD
ToR
TP
TPD
TRB
TransLink
TTC
UK
ULB
ULCRA
UMTA
UMMATA
UN
US
USAID
USD
UTA
V
VDF
VOC
VOT
VT
VVNA
WEH
WFPR
WFSL
WGS84
WR
WSA
WTO

ABBREVIATIONS

Transit Oriented Development

Terms of Reference
Town Planning Scheme
Tonnes per day
Transport Board
Name of unified regional transportation organization in Vancouver, North America
Trans Thane Creek Industrial Area
United Kingdom
Urban Local Body
Urban Land (Ceiling & Regulation) Act 1976
Unified Metropolitan Transport Authority
Unified Mumbai Metropolitan Transport Authority
United Nations
United States
United States Agency for International Development
United States Dollar
Unified Transport Administration
Vendor
Volume Delay Function
Vehicle Operating Cost
Value Of Time
Victoria Terminus (now called as CST)
Vasai-Virar Notified Area
Western Express Highway
Work Force Participation Ratio
Western Freeway Sea Link
World Geodetic System of 1984
Western Railway
Wilbur Smith Associates
World Trade Organization

XIX

TRANSFORM
VOLUME-II: ANNEXURES
Annexure of Chapter 2
Annexure 2-1:
Annexure 2-2:

Overview of Data Collection Programme and Traffic Survey Formats

Zoning Maps Clusters and Zoning Systems

Annexure of Chapter 4
Annexure 4-1:
Annexure 4-2:
Annexure 4-3:
Annexure 4-4:
Annexure 4-5:
Annexure 4-6:
Annexure 4-7:
Annexure 4-8:
Annexure 4-9:
Annexure 4-10:
Annexure 4-11:
Annexure 4-12:

Traffic Count Locations and Data Analysis

Sub-urban Rail Passenger Surveys
IPT (Auto and Taxi) Surveys
HIS Analysis on Walk Mode
Parking Surveys: Review of Past Studies and Primary Data Analysis
Internal Goods Travel: Review of Past Studies
Bus Terminal Surveys
Goods Terminal Studies
Passenger Water Transport Review of Past Studies
Speed-Flow Studies
Journey Speed Surveys: Review of Past Studies and Primary Data Analysis
Workplace Based Surveys: List of Surveyed Establishments

Annexure of Chapter 5
Annexure 5-1:
Annexure 5-2:
Annexure 5-3:
Annexure 5-4:
Annexure 5-5:
Annexure 5-6:
Annexure 5-7:
Annexure 5-8:
Annexure 5-9:
Annexure 5-10:
Annexure 5-11:
Annexure 5-12:
Annexure 5-13:

Preparation of Base Year Data

Demand Adjustment of HIS Matrices and Validation of Matrices
Planning Parameters (Year 2005 and 2031)
Travel Demand Models: Review of Past Studies
Sub-region wise Trip End Models (Excluding Walk) for the Morning Peak Period
Trip End Models (Inc. Walk) for the Morning Peak Period
Trip End Models (Exc. Walk) for the Evening Peak Period
Trip Distribution Models (Inc. Walk) for the Morning Peak Period
Trip Distribution Models (Inc. Walk) for the Evening Peak Period
Trip Distribution Models (Exc. Walk) for the Evening Peak Period
Mode Choice Models Experimented
Alternative Mode Choice Models, With Walk
Mode Choice Models PM Peak Period Without Walk Mode

Annexure of Chapter 6
Annexure 6-1:
Annexure 6-2:
Annexure 6-3:
Annexure 6-4:
Annexure 6-5:
Annexure 6-6:
Annexure 6-7:
Annexure 6-8:
Annexure 6-9:

Evaluation of Sixteen Growth Scenarios

Scenarios wise Horizon Year Transport Network: Evaluation of Six Growth Scenarios
Transport System wise Cost estimates: Evaluation of Six Growth Scenarios
Assignment Parameters
Scenarios wise Horizon Year Transport Network: Evaluation of Three Growth Scenarios
Transport System wise Cost estimates: Evaluation of Three Growth Scenarios
Area Level Concept Plans
Pedestrian Policy for MMR
Estimation of Inputs for Economic Analysis

Annexure of Chapter 7
Annexure 7-1:
Annexure 7-2:
Annexure 7-3:
Annexure 7-4:
Annexure 7-5:

Assignment Results and Network Proposals for Horizon Year 2021 and 2016
Parking: Review of Past Studies, Policies, Strategies adopted in various Cities and DC
Regulations
Proposed Parking Policy for MMR
Transport System wise Cost Estimates for Horizon Year 2021 and 2016
Cluster wise Broad Cost Estimates

Annexure of Chapter 8
Annexure 8-1:
Annexure 8-2:

Review of Past Studies Financial Analysis Aspects

Note on Node development Potentials

Annexure of Chapter 9
Annexure 9-1:

XX

Unified Mumbai Metropolitan Transport Authority: General Resolution

ABBREVIATIONS

1.

CONTEXT AND CHALLENGES IN PREPARATION OF

TRANSFORM

), (also used as a
The Comprehensive Transportation Study for the Mumbai Metropolitan Region (
key descriptor), considered vision statement of task force1, as a guiding principle for evolving a transportation plan
and strategy.
This chapter provides the context and overview of the recent development and challenges of MMR and outlines
desirable and attainable goals and objectives from a broader urban development perspective. It is important to
findings are also intended to provide a significant input to the preparation of a new
recognize that the
Regional Plan for the MMR which is to be undertaken by the MMRDA. It is recommended that this plan should also
consider a time horizon of 2031, as has been adopted in
. MMR plays a key economic role in
Maharashtra and India. MMR is a critical gateway and focal point for international trade & commerce. While every
effort should be made to maintain MMRs preeminent role in India, its international role will be under constant
pressure from existing and aspiring global competitors seeking the mantle of an international financial centre within
the expanding global economy. The policies and strategies to maintain MMRs economic vitality, to address areas of
deterioration in the quality of life and to assess the economic performance and competitiveness of the region, have
been discussed. The challenges facing MMR are enormous. At the same time, the opportunities being created by
Indias new status of a global superpower, coupled with the energies, skills and resiliency of the citizenry and
business community of MMR can be moulded to realize the transformation goal for the Region. The transportation
blueprint for MMR detailed in this report is the action plan to achieve this objective.
While comprehensive transportation plans need to be visionary, they must also be flexible enough to respond to and
accommodate changing circumstances or futures that are not possible to predict with a high degree of confidence. A
is to evaluate the resiliency and robustness of individual
fundamental strategy adopted in
transportation infrastructure projects to several future development scenarios for the Mumbai Metropolitan Region.
This strategy is suggested to mitigate investment risks associated with several possible futures, particularly the
patterns and intensity of urban redevelopment and green-field urbanization.

1.1.

STUDY CONTEXT

1.
The Mumbai Metropolitan Region (MMR) is one of the fastest growing metropolises in India.
With a population of 19 Million (Census, 2001), it is ranked as the sixth largest metropolitan region in
the world. Greater Mumbai is in effect the mother city and represents a significant engine of growth
for the whole region. Although, over time, other areas in MMR viz. Thane, Navi Mumbai and Mira
Bhayander have also experienced major economic growth. About 700,000 people enter Greater
Mumbai from the surrounding areas in the morning peak period for work and other purposes. The
Mumbai Region still is the epitome of Maharashtra and India. It has and continues to be the focal
point of hope, aspirations and opportunities for a wide range of urban migrants seeking to improve
their well-being and economic advancement. It tends to imbibe in it several dimensions together,
apart from being the vibrant financial capital of India. MMR has been seen as the land of
opportunities for many people in India. From an overall planning, economic and transportation
perspective, all the urbanized areas of the Region are functioning as a single entity with people
travelling between municipal jurisdictions for work, education, shopping and personal needs.
2.
The regions primacy in the economic well being of India cannot be underrated. Maintaining
and enhancing the vitality of this metropolis and achieving sustainable growth is pivotal towards
realising the larger developmental objectives and quality of life goals of India. The metropolis, like
many other major cities of the world, has been experiencing significant deficiencies in the social and
1

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

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

1-1

TRANSFORM
physical infrastructural systems. While governments have been making concerted efforts to address
these deficiencies, these efforts need to be intensified and fast-tracked, in order to overcome the
back-log of needs and to enhance MMRs contribution towards national development objectives.
3.
Given the growth dynamics and dimensions of transportation problems, and more importantly
to plan and develop transportation systems on a sustainable basis with an updated long term
perspective, MMRDA, in technical consultation with and financial assistance of the World Bank have
initiated the comprehensive study on transportation for MMR (named as
) under the
ongoing MUTP.

1.2.

INSIGHTS TO MUMBAI METROPOLITAN REGION

1.2.1. A DYNAMIC METROPOLIS

4.
The dynamics of the global and national market economies that have confronted and
impacted MMR has created rapid changes to socio-economic and spatial factors that could not have
been predicted. For instance, the manufacturing sector has significantly declined and may never be
the mainstay of MMRs economy. Within the tertiary sector in MMR, financial services, Information
Technology (IT) and Information Technology Enabled Services (ITES), media and entertainment,
hospitality and tourism have emerged as major growth drivers. The spatial manifestation of these
has been in Bandra - Kurla Complex, emerging as the new finance district, Andheri - Kurla Road, an
old manufacturing area emerging as the hub of IT and ITES, Malad as centre of ITES and large
format retail in Greater Mumbai. Navi Mumbai, which lost manufacturing sector, started gaining in
terms of development of IT, Bio-Technology (BT) and warehousing related activities. Besides, major
Special Economic Zones (SEZs) have been proposed2 in Navi Mumbai and adjoining areas. SEZs
are also proposed in Virar and in many other parts of MMR. However, the policies on SEZs are still
evolving in terms of maximum area, proportion of processing and manufacturing units and the use of
compulsory acquisitions, etc. Furthermore, Government of Maharashtra (GoM) has adopted a policy
of special townships, where Foreign Direct Investment (FDI) will also be permitted. The
employment development strategies for the region must address the challenge of achieving a
balance of employment opportunities in all sectors of the economy, in keeping with the skills and
qualifications of the labour force.
5.
Similar to the economic dynamics, the spatial dynamics of MMR has been changing rapidly
as well. Greater Mumbai, with its mere 10% of land area, accommodated nearly 2/3 of population in
2001 (Figure 1-1). Relatively, very high population densities characterize Greater Mumbai (gross
population densities as high as 45,900 persons per sq km in the Island City and above 20,000 per sq
km in suburban Mumbai (Census, 2001). Historically, it also accommodates a significant share of
economic activities compared to other parts/regions of metropolis. All major business houses are
traditionally concentrated at the southern tip the Island City of Mumbai (significant locations being
the Fort, Kalba Devi and Nariman Point).

As a result of Government of Indias policy in 2004 promoting SEZs for export oriented growth.

1-2

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM

Figure 1-1 Regional Population Distribution 1971 and 2001

6.
However, recent years have seen the process of spatial restructuring. This change over time
in Greater Mumbai is due to market forces and planned development constraints.
The
manufacturing activity has significantly reduced in the traditional CBD (Island City of Mumbai) due to
closures. While it still retains 50% of the financial activity (finance, insurance, real estate and
business services), trends show that there is a steady shift of this activity to the suburbs and even
beyond to areas such as Thane, Navi Mumbai and Mira Bhayander. The community, social and
personal services are concentrated in the suburbs, where a substantial proportion of population lives.
Clearly, Greater Mumbai, now, has a number of secondary CBDs. Notable amongst them are
Nariman Point, Fort, Ballard Estate, Worli, Lower Parel, Bandra Kurla Complex, Santacruz East
(Kalina), Andheri East, Malad and Powai. The business districts of Malad, Powai, Bandra and
Andheri, located in the suburbs, are increasingly becoming important and fast growing commercial
areas.
7.
In its wake, the spatial restructuring process has also brought about the process of Spatial
Specialization. Box 1-1 shows the type of companies concentrated in various locations. The IT/
ITES sectors have been the main demand drivers for office space- especially in the Malad and
Powai. In comparison, the CBD (Island City of Mumbai) has been witnessing reduction in demand,
and which now comprises mainly of companies wanting (a small) presence in Island City of Mumbai.
BOX 1-1: SPATIAL SPECIALIZATION-GREATER MUMBAI
Location

Nariman Point, Fort

Ballard Estate, Worli, Lower Parel
Worli, Lower Parel, Bandra-Kurla Complex, Andheri,
Powai
Lower Parel, Bandra-Kurla Complex, Andheri,
Powai, Malad

Type of Activities

Banking, financial and FIIs

Shipping, law firms, print media companies
Infrastructure, banking, insurance, media, IT, software,
manufacturing
Data centres, call centres, back office operations, trading
companies.

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

1-3

TRANSFORM
1.2.2. SPATIAL G ROWTH PATTERN OF MMR
8.
The MMR, with its geographical spread of
4,355 sq km comprises Mumbai city district, Mumbai
suburban district, parts of Thane district -comprising
Thane, Bhiwandi, Kalyan, and Ulhasnagar tehsils
and part of Vasai tehsil, and parts of Raigad district comprising Uran tehsil and part of Panvel, Karjat,
Khalapur, Pen and Alibag tehsils.
The region
comprises 7 municipal corporations and 13 municipal
councils and is divided into 8 planning sub-regions3
(Figure 1-2).
9.
Given the increasing population and
escalating property prices in established areas, the
spatial growth dynamics of the region has changed
significantly over time. The process has seen the
inevitable outward urban expansion that has
generally followed the suburban rail corridors, as
families
sought
more
affordable
housing
opportunities. Since suburban rail fares are relatively Figure 1-2: Sub-regions and Urban Local Bodies
low, individuals prefer to live in settlements farther within MMR
away from place of work and, in the process, are
prepared to incur increased daily travel time for lower housing costs. The steady trend in increase in
population in suburbs, as against Island City of Mumbai (Figure 1-1 & Figure 1-3) and other urban
areas outside Greater Mumbai is summarized in Table 1-1. It is observed that the municipal
corporations of Navi Mumbai, Mira Bhayander and Nallasopara, amongst all the municipal councils,
witnessed relatively high population growth rates during the last decade. This is despite the fact that
most jobs are still concentrated in the Island City of Mumbai followed by Western and Eastern
suburbs.
Table 1-1: Population Trends in MMR, 1971-2001
Sl. No

Area

Municipal Corporations
1
Greater Mumbai
2
Thane
3
Kalyan Dombivali
4
Navi-Mumbai
5
Mira Bhayandar
6
Bhiwandi-Nizampur
7
Ulhasnagar
Sub Total (A)
Municipal Councils
Thane District
1
Ambernath
2
Kulgaon-Badlapur
3
Nallasopara
4
Vasai
5
Virar
6
Navghar Manikpur
Sub Total (B)
Raigad District
7
Alibag
8
Karjat
3

1971

Population (Millions)
1981
1991

2001

Annual average growth rate (%)

71-81
81-91
91-01

5.97
0.26
0.24
0.12
0.03
0.08
0.17
6.54

8.24
0.47
0.44
0.2
0.07
0.12
0.27
9.69

9.93
0.79
0.82
0.39
0.18
0.38
0.37
12.79

11.91
1.26
1.19
0.7
0.52
0.60
0.47
16.67

3.28
6.10
6.25
5.24
8.84
4.14
4.73
4.01

1.88
5.33
6.42
6.91
9.90
12.22
3.20
2.81

1.83
4.78
3.79
6.02
11.19
4.67
2.42
2.68

0.06

0.1

2.66

0.1
0.01
0.01

0.2
0.10
0.18
0.05
0.12
0.12
0.77
0.02
0.02
0.03

5.24

0.06

0.13
0.05
0.07
0.04
0.05
0.06
0.4
0.02
0.02
0.02

5.24

14.87
7.18
7.18

4.40
7.18
9.90
2.26
9.15
7.18
6.77
0.00
0.00
4.14

The Regional Plan for MMR (1996-2011) identified eight planning sub-regions including (a) Greater Mumbai; (b) Western sub-region (MiraBhayander, Vasai-Virar); (c) North Eastern sub-region (Thane-Kalyan-Ulhasnagar-Bhiwandi); (d) Navi Mumbai; (e) Neral-Karjat-Khopoli sub-region;
(f) Panvel-Uran sub-region; (g) Pen sub-region; and (h) Alibag sub-region.

1-4

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM
Sl. No

Area

9
Khopoli
10
Matheran
11
Panvel
12
Pen
13
Uran
Sub Total (C )
Urban MMR (A+B+C)
Rural MMR
TOTAL MMR

1971
0.02
0.0034
0.03

0.05
6.65
1.08
7.73

Population (Millions)
1981
1991
0.03
0.05
0.0040
0.0048
0.04
0.06
0.01
0.02
0.02
0.09
0.19
9.88
13.38
1.25
1.16
11.13
14.54

2001
0.06
0.0052
0.1
0.03
0.03
0.28
17.72
1.05
18.77

Annual average growth rate (%)

71-81
81-91
91-01
4.14
5.24
1.84
1.64
1.84
0.80
2.92
4.14
5.24
7.18
4.14
4.14
5.82
7.56
3.52
4.04
3.08
2.84
1.47
-0.74
-0.99
3.71
2.71
2.58

Source: Compiled from Census of India, 2001.

Population in Millions

10.
While
the
constrained
Growth of Population in Greater Mumbai
topography of the region is the
14
chief reason for high population
Island City Population
densities, the lack of infrastructure
12
Suburbs Population
and imposition of development
10
controls and a higher proportion of
Greater Mumbai Population
8
overcrowded slum dwellers have
also contributed to the increased
6
residential densities, especially in
4
the
Island
City.
Prevailing
2
legislation such as the Urban Land
0
Ceiling and Regulations Act
1900
1910
1920
1930
1940
1950
1960
1970
1980
1990
2000
2010
4
(ULCRA) , the Rent Control Act,
Year
FSI, Repair Board and the
speculative tendencies in the Figure 1-3: Population Growth Trends in Greater Mumbai, 1901-2001
market contributed further towards such situation. As a result, property prices especially in the Island
City of Mumbai have shot up5 and they are one of the highest in the world, next only to New York and
London. Further, land use density regulations are estimated to have accounted for 40% of the
property price rise in the CBD of MMR. If this trend continues, the future directions of growth in the
MMR will be towards the north-eastern part of the region, Navi Mumbai and potentially to the south of
Kalyan and south of Navi Mumbai if transportation linkages are constructed across the Harbour and
Thane Creek.
11.
Among others, Thane, Kalyan and Navi Mumbai are currently the major urban centres
attracting residential population.
12.
In terms of spatial growth (Figure 1-4), the region has considerable geographical and
environmental constraints. It is segmented with ocean on one side penetrating the landmass at
various places by river mouths and creeks. Further, an appreciable amount of area also falls under
sensitive land-uses such as forest, green zones, national parks and sanctuaries and tidal lands.
Greater Mumbais urban form was shaped by its heavy rail transport corridors that were originally
built to provide accessibility from Mumbai Port to the Indian sub-continent. Suburban trains,
operating within the MMR, are now the dominant rail corridors being used by the traffic. The
catchment areas of the suburban stations are the predominant locations of high-density urban
development, although higher density buildings are often too remote from stations to facilitate
walking access.

4
5

The ULCRA has been repealed w.e.f December 2007.

Residential property prices as they prevailed in MMR in December 2006, reveal that price at a distance of over 1.5 hour train journey from Mumbai
CBD is around INR 1,000 per sq.ft. A 300 sq.ft. house (having 225 sq.ft. carpet area - currently considered minimum) would cost INR 300,000, and
th
such a house to be affordable, minimum household income would have to be INR 5,000 per month (1/60 of the price). Therefore, it is clear that
nearly 40% of the household would not afford such a house. Within Greater Mumbai, the lowest residential price is INR 3,700 per sq.ft. and at this
rate, price of 300 sq.ft. house is INR 11,10,000. Minimum income required to afford the house would be INR 18,500 implying that nearly 90% would
not afford such a house in Mumbai. No wonder that Mumbai has the distinction of the highest concentration of slums.

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

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TRANSFORM
13.
Another feature of the density pattern
is that low-density areas are interspersed with
high-density areas. This uneven residential
development pattern is one of the fallouts of
high land prices and the imposition of
development
controls.
The
major
consequences of this situation include: (a)
expansion/ growth of urban areas; (b)
emergence of large scale slums and poor
housing areas; and (c) difficult congestion
conditions around rail stations because of
auto rickshaws, taxis and buses which are a
necessary mode of access and egress from
the stations.

Urban Sprawl

Legend
MMR Boundary
Industrial Area
Urban Area
Builtup Area 1968
Builtup Area 1987
Builtup Area 2001
Forest Area
Waterbodies
Port Airport

14.
Along
with
new
residential
development, there is emergence of informal
and poor quality housing in the form of slums
and squatter settlements to accommodate
high proportion of population that cannot find
or afford regular housing and need to be
close to job opportunities. These are located
primarily in Greater Mumbai (the photographs
below depict the biggest slum of India) and
0 3.75 7.5
15
22.5
30
Kilomete
Thane.
In Greater Mumbai 1,959 slum
settlements have been identified with a total Figure 1-4: Spatial Growth within MMR, 1968 2001
population of 6.5 million, which forms 54.0%
of the total population of Greater Mumbai (Census of India, 2001). The Island City houses only 17%
of slum population whereas the western suburbs have high concentrations of slums especially in the
inner western suburbs, where there are large slums with irregular and changing boundaries forming
a continuous area and housing 58 per cent of the regions slum population. The data collected during
the home interview survey, conducted as a part of the present study, has been used to estimate the
population for the year 2005. Table 1-2 shows estimated slum population of MMR in 2005. As per the
estimates, the slum population within Greater Mumbai is 50.4% and within MMR 41.3%. These
figures indicate that, the slum population in Greater Mumbai has reduced from 54.0% (Census of
India, 2001) to 50.4% (Estimated 2005). The slum population, however, is substantially integrated
with, and forms an important component of MMRs economy.

Dharavi The biggest slum in India

1-6

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM
Table 1-2: Estimated 2005 Population Distribution by Household Type
Area

Chawl

Slums

49,000
128,000
48,000
225,000

1,117,000
1,067,000
691,000
2,875,000

1,330,000
2,797,000
2,338,000
6,465,000

9,000
13,000
10,000
32,000

3,392,000
5,605,000
3,842,000
12,839,000

39.2%
49.9%
60.9%
50.4%

25.3%
441,000
581,000

1.8%
4,000
72,000

22.4%
77,000
209,000

50.4%
110,000
650,000

0.2%
0
6,000

100.0%
632,000
1,518,000

17.4%
42.8%

Vasai Virar
Navi Mumbai
Kalyan

300,000
1,026,000
1,037,000

95,000
55,000
98,000

89,000
65,000
810,000

223,000
310,000
280,000

4,000
6,000
22,000

711,000
1,462,000
2,247,000

31.4%
21.2%
12.5%

Bhiwandi
Pen-SEZ
Rural
Total RoR

191,000
13,000
43,000
3,632,000
45.7%
6,874,000
33.1%

16,000
18,000
112,000
470,000
5.9%
695,000
3.3%

297,000
8,000
23,000
1,578,000
19.9%
4,453,000
21.4%

168,000
58,000
320,000
2,119,000
26.7%
8,584,000
41.3%

1,000
23,000
86,000
148,000
1.9%
180,000
0.9%

673,000
120,000
584,000
7,947,000
100.0%
20,786,000
100.0%

25.0%
48.3%
54.8%
26.7%

Island City
Western Suburbs
Eastern Suburbs
Total Greater
Mumbai
Mira Bhayander
Thane

Total MMR

Apartment
/ Flat

Independent
Home

887,000
1,600,000
755,000
3,242,000

Wadi

Total

% Slums

41.3%

15.
The above stated dynamics of development give a perspective on how growth trends are
likely to be. Mumbais urban growth will be extending far beyond the city limits in the 21st century
and the entire MMR which includes the Island City of Mumbai, suburbs and huge areas beyond
will need a transportation system capable of handling such widespread economic and geographic
growth.

1.3.

RETROSPECTIVE ON REGIONAL DEVELOPMENT PLANS, TRAFFIC AND

TRANSPORTATION STUDIES

16.
In the last four to five decades, a number of transportation studies have been carried out and
regional plans are prepared for MMR. As transportation and regional development are interdependent subjects, review of some of these studies have been given in subsequent sub-sections, to
enable understanding of the impact of different projects/studies/plans on the development and
growth of metropolitan area. Box 1-2 gives an overview of the directions and results of planning
processes followed.

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TRANSFORM
BOX 1-2: PLANNING PROCESS DIRECTION OF EFFORTS
Early post-independence history of urban development in MMR was confined largely to the master plans called as
development plans for each municipal authority jurisdiction. The focus of urban planning till 1960s mainly centred
around the city of Mumbai with initiatives like Modal-Meyer Plan-1948, Study Group on problems of Mumbai (Barve
Study Group)-1958, Bombay Traffic and Transportation Study-1961 and the Development Plan of Greater Mumbai1964.
However by 1965, it was recognized that Mumbais growth impulses would transcend the municipal boundaries into a
much larger region. A committee appointed under the Chairmanship of Dr. D.R. Gadgil for planning of Mumbai and
Pune metropolitan regions, proposed planning at the metropolitan scale and recommended a legislative provision for
preparing statutory regional plans. Accordingly, the Maharashtra Regional and Town Planning Act, 1966 was
enacted. Since then, two regional plans covering the MMR have been prepared and sanctioned for the metropolitan
regional development. The first statutory regional plan preparation for MMR was undertaken during 1967-70 and was
sanctioned in 1973.

1.3.1. REGIONAL PLAN 1970-1991

17.
Preparation of the first ever regional plan for the whole of MMR was initiated in 1967. It was
completed in 1970 and received approval for implementation in 1973. This Regional Plan diagnosed
that in the absence of planned intervention, the following situations are likely to prevail:
(a)
(b)
(c)
(d)
(e)

Industrial development in terms of value added and growth in employment will continue to be the basic activity,
which will cause growth in other sectors as well as immigration to the region;
In addition to the industries, tertiary sector employment, particularly in offices, including government offices, will
also become a major economic activity resulting in concomitant growth in other sectors;
Industries, offices and commercial activities will continue to concentrate in south Mumbai which will make
provisions of infrastructure, particularly transport very costly;
Private land ownership and speculation in land market would restrict access to land by the poor and prevent land
value gains being recouped for infrastructure investment; and
There would be urban sprawl with un-planned development, invading into good agricultural land leading to
infrastructure demands, which would be expensive to meet.

18.
Based on the above diagnosis, the Regional Plan adopted the following framework for its
proposals:
Supporting inter regional dispersal of industries to reduce immigration to MMR;
Limiting industrial growth of Mumbai in terms of both area and employment;
Promoting growth of Navi Mumbai and other centres like Kalyan by restricting growth of industries and offices in
Greater Mumbai. As such decentralized patterns of growth would be cost effective in terms of investment
requirement for infrastructure;
(d) Developing Bandra-Kurla Complex as an internal restructuring measure to decongest the existing CBD;
(e) Suggested the idea of bulk land acquisition as the only option available for controlling speculation and recouping
land value gains for financing infrastructure improvements; and
(f) Envisaged that urban growth needs to be physically confined to well defined areas, based on the desirable
densities and population distribution, and rest of the region be conserved as agricultural/rural areas.
(a)
(b)
(c)

1.3.2. REGIONAL PLAN 1996 - 2011

19.
The Regional Planning Board, that prepared the Regional Plan, 1973, ceased to exist
according to the provisions of the Maharashtra Regional and Town Planning (MR&TP) Act 1966.
City and Industrial Development Corporation of Maharashtra (CIDCO) was incorporated as the New
Town Development Authority for Navi Mumbai in 1970. However, it was soon considered necessary
that an agency for ensuring continuous development of the region in accordance with the plan should
be put in place. Accordingly, the Mumbai Metropolitan Region Development Authority (MMRDA) was
established under the MMRDA Act enacted in 1974. The region was also expanded to include parts
of Pen and Alibag Tehsils (3,965 to 4,355 sq.km). MMRDA was empowered to undertake a revision
of the regional plan under the MR&TP Act 1966. Between 1989 and 1995, MMRDA undertook
revision of the Regional Plan which was sanctioned in 1999.

1-8

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM
20.
The
development
plans
prepared prior to this Regional Plan,
were structured within the closed
national economic framework prevailing
at that time.
Infrastructure services
were supposed to be provided by the
public sector by deploying public
finances.
However, during the
preparation of 1996-2011 Regional Plan
(Figure 1-5) and on account of
economic liberalization of 1991 and the
74th Constitutional amendment of 1992,
the policy context of metropolitan
planning is substantially changed. The
revised Regional Plan, therefore,
emphasized management of growth as
distinct from planned and controlled
growth.
21.
The strategic goal of such
regional development management is
to promote and sustain growth with
social justice in a resource efficient
manner and in consonance with the
goals
of
national
development
planning. The objectives, derived from
the goals, are given in Box 1-3.
Figure 1-5: Proposed Land use as per Regional Plan,1996-2011
BOX 1-3: OBJECTIVES OF REGIONAL DEVELOPMENT MANAGEMENT

This basic goal was translated into following specific objectives;

(a) To facilitate and promote economic growth of the region taking into account its role in the process of national
development;
(b) To improve quality of life particularly of the poor and the deprived;
(c)
(d)
(e)

22.

To minimize the impact of negative externalities - particularly the adverse environmental impacts - that may
occur in the process of economic growth;
To improve the efficiency of existing methods of resource mobilization, adopt innovative methods of resource
mobilization and facilitate, attract and guide private investment in the desired direction; and
To promote effective public participation in the process of development through decentralization of institutions.

The Regional Plan further observed that policies, programmes, procedures and projects would have to be evaluated with
reference to these basic objectives on a continuing basis, requiring a drastic change in metropolitan planning - moving
away from somewhat static land use planning to truly comprehensive development planning.

In particular, the Regional Plan:

Recognized that, after liberalization of the Indian economy, Greater Mumbai would have opportunities for
significant growth of financial sector and proposed the establishment of the Bandra-Kurla complex as a finance
and business centre;
(b) Removed the blanket ban on setting up new industries and offices in Island City and permitted office use in
commercial and industrial zones; and
(c) Proposed transit connectivity amongst various parts of the region, recognizing the multi-nodal structure of MMR.
(a)

23.

The targets set forth in the plan included the following:

Population: The plan envisaged an estimated population of 22.4 million by 2011, including the projected
population of Greater Mumbai as 12.9 million.
(b) Land use plan: The plan suggested the following:
(a)

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

1-9

TRANSFORM

(c)
(d)

(e)

(f)

(g)

U1 zone covering areas of intensive urban development and economic activities such as existing urban
centres, new towns and growth centres;

U2 covering extensive areas having development potential generally outside urban centres typically
covering lands within 1 km on either side of an important road;

Creation of a new town on an area of 43 sq.km east of Khopta bridge as an extension of Navi Mumbai for a
population of 100,000 by 2001;

Creation of new growth centre of Rasayani, New Pen (township support) and Mandwa (second international
airport);

Development of Export Promotion Zone (EPZ) on Mumbai Port Trust land in Greater Mumbai, near
Jawaharlal Nehru (JN) port in Navi Mumbai and near proposed second international airport at Mandwa;

Creation of new industrial areas with a total area of 560 ha. in Vasai-Virar sub-region and along BhiwandiKalyan road;

A recreational and tourism zone of 500m radius in places of recreational and tourism importance;

Designation of green zone.

Industrial development: The plan envisaged to follow the policies recommended in the then new industrial
th
location policy for MMR on 4 May, 1992.
Office location policy: The plan set the target as:

Development of an International Finance and Business Centre in Bandra-Kurla Complex;

No further increase in the existing industrial and commercial areas in Greater Mumbai;

Allowing reconstruction of existing office stock located in old buildings through permitting adaptive reuse of
such building wherever necessary; and

Undertaking urban renewal for selected areas.

Shelter needs: The plan set the target of 5500 ha additional land during the period 2016-21. It further
recommended the following:

Facilitation through critical inputs of land and infrastructure;

Adoption of options such as sites and services;

Provision of in situ upgrading and land tenure to slum dwellers cooperatives for redevelopment; and

Adaptation of urban renewal approach for redevelopment of old buildings.

Water supply: The plan estimated a gross demand of 7959 mld as against present supply of 3922 mld. The plan
further emphasized formation of a company to own and manage resources in the region and suggested that
arrangement could be in the form of JV between government, local authorities, CIDCO, MMRDA on one hand,
and private promoters on the other.
Transportation: The plan recommended a strategy of substantial investment in railways and modest investment
in road system. It included:

Construction of fifth line between Santacruz and Borivali and additional corridors from Borivali to Virar and
Kurla to Thane;

Construction of Bandra-Kurla link and expansion of railway services in Navi Mumbai;

Replacement of level crossings by road over bridges (ROBs);

Introduction of new rolling stock with radically improved design;

Introduction of longer rakes and running them with 3-min headway.

The road development strategies targeted on suburbs and outer areas including:

Anik-Panjrapol expressway;

East-west links between Eastern and Western expressways;

Malad-Dahisar relief road;

Widening of Tilak bridge at Dadar and Airoli bridge;

Mumbai Trans-harbour link and its connection to NH-4 expressway as a Build-Operate-Transfer (BOT)
project;

Duplication of Panvel creek bridge and

Improvement of some other links.

The plan also recommended establishment of Urban Metropolitan Transport Authority (UMTA).
(h) Environment: The plan suggested a mandatory requirement of Environmental Impact Assessment (EIA) and
Environmental Status (ES) as per provisions stipulated in the Development Control Regulations (DCR) for certain
specified developments. The other targets set in the plan include:

Preservation of wetlands;

Declaration of mangrove areas as reserve forest and handing over to Department of Forests for
maintenance;

Systematic quarrying;

Initiation of study on environmental management strategy and action plan for MMR; and

Setting up of an environmental cell with MMRDA.

24.
The Regional Plan further recommended that policies, programmes, procedures and projects
would have to be evaluated with reference to these basic objectives on a continuing basis. This
necessitated a drastic change in the approach to metropolitan planning - moving away from more
regulatory land use planning to truly proactive comprehensive development planning. The peripheral
1-10

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM
expansion envisaged in the Development Plan has not materialized as illustrated in Figure 1-6. The
built up areas identified as part of Regional Plan, designated some areas as potential areas to hold
population (as indicated in plan document), but not necessarily be fully developed by 2011.

Figure 1-6: Land Utilization in the MMR

25.

During the last decade the following growth patterns have actually emerged:

The growth of MMR slowed in the last decade compared to the previous decades. Other than Greater Mumbai,
many sub regions did not exhibited consistency in growth patterns. Sub-regions, that once grew faster, have
slowed down and vice versa;
(b) Except for Neral-Karjat, Pen and Alibag sub regions, all other sub regions registered positive growth. Notable
growth has occurred in the Western Suburb and Eastern Suburb of Greater Mumbai, Navi Mumbai, Vasai-Virar
and Kalyan-Dombivali,;
(c) The Regional Plan for MMR, 1996-2011, anticipated that the North Eastern, Navi Mumbai and Panvel-Uran sub
regions would grow while Greater Mumbais growth is expected to stabilize; and
(d) Many SEZs are being proposed and/or are under consideration in the MMR - Navi Mumbai SEZ in three parts
(Dronagiri 1250 ha, Kalamboli 350 ha and Ulwe 400 ha), Maha Mumbai SEZ (at Khopta in Uran Tehsil)
expansion of Navi Mumbai SEZ by an additional 5-10,000 ha in Pen and Alibag Tehsils and the SEZ near Virar
(nearly 1200 ha).
(a)

26.
There is clearly a need to undertake a comprehensive review of the current regional plan and
it is recommended that the time horizon for the plan be 2031.
1.3.3. BOMBAY TRAFFIC AND TRANSPORTATION STUDY-1961
27.
This is first comprehensive traffic and transportation study done in India, The study was
confined to the area of Bombay Municipal Corporation (BMC), Thane municipality, all areas south of
Bassein creek, and undeveloped regions of Belapur and Uran. The main objectives of this study,
which focused on road transport only, were:
(a)
(b)
(c)

Establishment of traffic patterns in Mumbai area;

Estimation of traffic demand for horizon year 1981; and
Recommendation of a suitable road network plan for the BMC area.

28.
The study recommended a system of freeways and expressways including the West Island
Freeway, East Island Freeway, Cross Island Freeway, Mahim Creek Connector, Central Island
Freeway, Tardeo Expressway and Sewri Expressway. Further, arterial route improvements were
CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

1-11

TRANSFORM
also suggested in the study mainly in the Greater Mumbai area. This study was silent on the mass
transportation infrastructure and modifications in land use pattern for managing the travel demand.
1.3.4. MASS TRANSPORT S TUDY 1969
29.
The 1967-68 study was conducted by the Traffic Cell of Town Planning Department and was
the first study of mass transportation in the MMR. The main recommendations of the study were:
Augmenting the carrying capacity of the existing surface transport system;
System improvements including the remodelling of the Victoria Terminus Station, signaling improvements,
replacement of level crossings and running of extended 12 coach trains ;
(c) Providing additional links to the surface system, including sixth new rail corridor from third sub-urban terminal at
Ballard Estate or Fort Market (going along the Harbour branch), extending along the Western Railway from
Bandra to Goregaon and also from Ravli to Bhandup;
(d) Provision of a new rapid transit system in the form of an underground network; and
(e) New railways/monorails (underground seventh corridor with loop connecting Churchgate to CST (formerly known
as VT) and extended up to Santacruz airport and Kurla).
(a)
(b)

1.3.5. PLANNING FOR ROAD S YSTEM FOR BOMBAY METROPOLITAN REGION- 1979-83
30.
This was the first study for the total MMR road system and was carried out by the Central
Road Research Institute (CRRI). The final report was submitted in 1983. The recommendations of
the study are summarized under the following heads :
Road development plan: It consisted of hierarchy of roads including development of Eastern Island freeway,
Western Island freeway, expressways in suburbs and development of 1046.5 km of road in the region;
(b) Traffic management strategies: This included comprehensive traffic management plan for the Island City and
creation of traffic engineering cell in Municipal Corporation of Greater Mumbai (MCGM); and
(c) Land use planning: It had focus on decentralization of South Mumbai.
(a)

1.3.6. PARANJPE COMMITTEE REPORT-1988

31.
In 1988, the GoM appointed a Committee with a mandate of reviewing the recommendations
of both the 1961 and 1983 studies and suggesting a package of measures after considering the
views of various stakeholders. A three stage recommendations was given as summarised in Table
1-3.
Table 1-3: Summary of Paranjpe Committee Recommendations-1988
Stages
Stage 1
(to be
completed in 3
years)

Stage 2
(to be
completed
within 5 years)

Stage 3

Road Component
Three link roads between Express
Highways
Replacement of two level crossings
by road over bridges (ROBs)
Construction of Flyover at Sewri
Total Cost estimate for the above
works was INR 560 million.
New Links
Rail over bridges and pedestrian
over bridges
Flyovers and Interchanges
Cost estimated for above as
INR1800 million
New Buses (INR1150 million under
MUTP II)
Validate projections of CRRI from
time to time (every 5 years and
adopt need based approach)

Rail Component

Other Services

Station Area Improvement Plans Promote Passenger Water

with a cost estimate of INR 50
Transport (Western shore)
million
Trans-harbour services
Intercity bus terminals
Additional Rail Corridors
Truck Terminal
Shifting of Wholesale
New Rail Terminals and
markets
Improvement of Port Trust
Fleet renewal (INR 2430 million) roads
Augmentation of rail service as a
long term measure with
approval from GoI

32.
The committee suggested travel demand management measures with a civil cost of around
INR 2580 million.

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TRANSFORM
1.3.7. COMPREHENSIVE TRANSPORT STUDY (CTS) FOR MMR-1994
33.
Following completion of the Mumbai Urban Transport Project in 1984, the MMRDA started
preparatory work for Mumbai Urban Transport Project (MUTP) -II in 1988. The project was conceived
as a comprehensive study and was prepared by international consultants 6. The study recommended
new rail lines, additional tracks, improved train frequencies, road improvements and train and bus
fleet renewal with total cost of INR112,980 million.
The objectives of the transport strategy were stated as:
(a) To ensure adequate levels of accessibility in the expanding urban areas;
(b) To assist the economic development of the region; and
(c) To improve the safety record of the transport system.

34.
Recommendations in the form of projects/proposals, made under the transportation strategy,
were as follows:
(a) Sub-Urban Railways:
i) Integration of two existing suburban railway systems and optimization of services;
ii) Elimination/replacement of all level crossings with ROBs;
iii) Introduction of new rolling stock;
iv) Longer trains running at 3 minute headways;
v) Power supply and signaling enhancements;
vi) Construction of 5th line Santacruz to Borivali;
vii) Additional Corridor from Borivali to Virar;
viii) Additional corridor from Kurla to Thane; and
ix) East-West Link

New Bandra-Kurla Link

Expansion of rail services to Navi Mumbai

Full penetration of rail services in the Central Business District (CBD)

(b) Highway Network
Greater Mumbai
i) Anik-Panjrapol Expressway;
ii) Wadala overpass-bridge;
iii) Eastern Freeway extension to Cotton Green;
iv) Two east-west links;
v) Jogeshwari-Vikroli Link Road (JVLR);
vi) Santacruz Chembur Link Road (SCLR);
vii) Completion of Western Relief Road from Malad to Dahisar;
viii) Airoli bridge project; and
ix) Widening of Tilak Bridge at Dadar.
Rest of MMR
i) Roads to connect NH-8 Expressway to Thane, Kalyan and the North-eastern sub-region;
iii) Improvement of connections from Vasai-Virar to Bhiwandi and Kalyan;
iv) Improvements to Kalwa Bridge at Thane;
v) Improvement of the Thane-Bhiwandi road as a Built Operate Transfer (BOT) project;
vi) Panvel bypass as BOT project;
vii) Improvement to Turbhe-Belapur-Panvel road;
viii) Improvement to NH-17 between Panvel and Pen;
ix) Duplication of Panvel Creek Bridge for JNPT Traffic; and
x) BTHL and connection to NH-4 Expressway- BOT project.
(c) Demand Management Improvements
(d) Parking Control Policies
(e) Cordon Pricing Strategies
(f) Bus Service Improvement Strategy

M/s WS Atkins International along with M/s ORG and M/s Kirloskar Consultants was appointed as consultants for the study

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

1-13

TRANSFORM
1.4.

SOME KEY INITIATIVES TO REDRESS DECLINE OF MUMBAI

1.4.1. MUMBAI VISION (2003): TRANSFORMING MUMBAI INTO A WORLD-CLASS CITY

35.
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 First 8 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 city9 put forward the following
recommendations:
(a)
(b)

(c)

(d)

(e)
(f)

Economic growth: real growth needs to increase from 2.4 percent pa as prevailing between 1997-98 and 200102 to 8-10 per cent pa over the next decade, thus creating more than 0.5 million additional jobs;
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, during peak 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;
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;
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
3
3
unsafe 1000 microgram per cubic meter (g/m ) to 50-100 g/m ;
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
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.

36.
The report concentrated on city of Greater Mumbai and did not cover the entire Metropolitan
Region.
1.4.2. THE TASK FORCE ON BOMBAY FIRST PROPOSALS (2004)
37.
As a sequel to the Bombay First-McKinsey Report, the Chief Minister appointed a Task
10
Force 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 as Transforming Mumbai into a world class
city with a vibrant economy and globally comparable quality of life for its citizens.
38.
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 Forces recommendations with respect to housing, transport and governance, it
recommended the creation of ring-fenced Mumbai Development Fund (MDF) to finance

7
8
9
10

11
12

This was anticipated in the Draft Regional Plan prepared by MMRDA in 1995.
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.
Vision Mumbai: Transforming Mumbai into a World Class City, A summary of recommendations A Bombay First McKinsey Report 2003.
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
Transforming Mumbai into a World Class City - First Report of The Chief Ministers Task Force, Government of Maharashtra, was submitted in
February 2004
Government of Maharashtra, General Administration Department, by its Resolution No. Mumbai Vikas-2004/Pra Kra 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.

1-14

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM
infrastructure projects and conversion of the Task Force into an Empowered Committee (EC). The
EC has since been appointed.13
39.
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.
1.4.3. THE W ORLD BANK SUPPORT/ ADVICE
40.
The World Bank mission of March 2005 recorded, inter alia, that the Government of India
(GoI) has asked the World Bank to assist it with the preparation of a strategy designed to reverse the
decline of the city, helping it to assure, in particular, that the strategy be based on a rigorous and
sustainable business plan approach. At the same time, a major concern of both the World Bank
and GoI was that the plan assured a more market-friendly growth-inducing environment that was
both equitable and inclusive (Box 1-4).
BOX 1-4: KEY POLICY AREAS IDENTIFIED BY WORLD BANK
(a)
(b)
(c)
(d)
(e)

Strategic planning and financing;

Land, real estate and housing;
Economic growth;
Infrastructure; and
Governance.

41.
The World Bank was also supportive of the proposal to prepare a business plan integrating
various policy and investment decisions in a time bound manner to achieve vision for the MMR. The
Business Plan preparation was initiated by MMRDA and was concluded in 2007.
1.4.4. REPORT OF THE HIGH POWERED EXPERT COMMITTEE (HPEC) ON MAKING MUMBAI AN
INTERNATIONAL FINANCIAL CENTRE, MINISTRY OF FINANCE, GOVERNMENT OF INDIA, NEW DELHI
42.
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 Mumbais infrastructure and governance, which are quoted below since they highlight some of the
challenges of Mumbai attaining world class status.
43.
First, elementary, glaring deficiencies in Mumbais 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.
Mumbais 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 highquality residential, commercial, shopping and recreational
space that meets global standards of construction, finish and maintenance.
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.

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

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TRANSFORM
44.
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 userfriendly visa/resident permit mechanisms, making all arms of government expatriate-friendly, and
exhibiting a gentle, tolerant, open and welcoming culture.
45.
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.
46.
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.

1.5.

APPRECIATION OF ECONOMIC GROWTH AND INCREASED COMMUNITY

ASPIRATIONS FOR INCLUSIVE TRANSFORM

1.5.1. ECONOMY OF GREATER MUMBAI14

47.
Greater Mumbais per capita income has been significantly higher than that of Maharashtra
or India. In 2004-05 (at 1993-94 prices), per capita income of Greater Mumbai, Maharashtra and
India were INR 46,010, INR 20,384 and INR 15,422 respectively (Figure 1-7).

Figure 1-7: Per Capita income of Greater Mumbai, Maharashtra and India (at 1993-94 Constant Prices)

48.
The long term (1993/94 to 2004/05) Compound Annual Growth Rate (CAGR) of income of
Greater Mumbai, Maharashtra and India is 6.5%, 5.7% and 6.3% respectively. However it obscures
the volatility of growth rate of Greater Mumbai is evident from Figure 1-8. During 1995 to 2005,
Indian growth rate has remained within a range of 4% to 9%, whereas, Greater Mumbais growth rate
has been more volatile, ranging from -5% in 2001 to 13% in 2004. Given the share of Greater
Mumbais income in Maharashtras (27%), the volatility of Greater Mumbais growth affects that of
Maharashtra as well.
14

The economic data (national accounts) were available at administrative district level only. MMR comprises the districts of Greater
Mumbai and parts of Thane and Raigad. Consequently, the economy of Greater Mumbai is first described and then MMR including
whole of Thane and Raigad districts.

1-16

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM
14.00%
12.00%
10.00%

GDP Growth Rate

8.00%
6.00%
4.00%
2.00%
0.00%
-2.00%
-4.00%
-6.00%
1994-95

1995-96

1996-97

1997-98

Greater Mumbai

1998-99

1999-00

Maharashtra

2000-01

2001-02

2002-03

2003-04

2004-05

India

Figure 1-8: Income Growth Rates of Greater Mumbai, Maharashtra and India

1.5.2. SECTORAL COMPOSITION OF INCOME OF GREATER MUMBAI

49.
The volatility of growth rate of Greater Mumbai can be related to the structural changes in its
economy. Figure 1-9 shows that during 1996 to 1999 the share of registered manufacturing and
banking and insurance sectors in Greater Mumbais total income was almost similar. Between 1999
and 2001, the contribution of registered manufacturing sector declined sharply. The share of
unregistered manufacturing sector also declined but not as sharply. Banking and insurance sector
contribution increased in 2000 but declined in 2001, the year in which Greater Mumbai recorded a
negative growth. After 2001, banking and insurance, trade, communications and other services
showed a surge. Although manufacturing also went up, but did not reach the 1999 level. Thus
Greater Mumbais transformation from being an industrial city to a service city that began in
1980s, further strengthened during early years of this century.
1200000

Rs. Lakhs

1000000
800000
600000
400000
200000
0
1993-94

1994-95

1995-96

1996-97

1997-98

1998-99

1999-00

2000-01

2001-02

2002-03

2003-04

2004-05

Primary Sector

Registered Manufacturing

Unregistered Manufacturing

Construction +Utilities

Transport & Storage

Communication

Trade, Hotels & Restaurants

Banking & Insurance

Real Estate,Public Admin & Other Serivices

Figure 1-9: Greater Mumbai GDP: Sector Growth Rates

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

1-17

TRANSFORM
1.5.3. ECONOMY OF MMR 15

1.5.4. EMPLOYMENT

25000000

20000000

Mumbai and MMR

account for 27% and 40%
of M aharashtra GDP

15000000
Rs .Lak hs

50.
Figure 1-10 shows the
share of Greater Mumbai,
Thane and Raigad in the total
income of Maharashtra. The
share of Greater Mumbai in
Maharashtras state income is
27% and that of Thane and
Raigad districts together is
around 13%, thus making the
total MMR share as 40% of total
State Domestic Product (SDP).

10000000

5000000

1993-94 1994-95 1995-96 1996-97 1997-98 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05

Mumbai

Thane & Raigad

Maharashtra

Figure 1-10: Share of Greater Mumbai GDP in the State, 1993-94 to

2004-05

51.
Unlike statistics on
income,
yearly
data
on 1 00%
employment is not available.
9 0%
The Economic Census is the
8 0%
7 0%
most comprehensive source of
6 0%
establishment and employment
5 0%
data but is largely limited to
4 0%
reporting on formal employment
3 0%
only. A comparison of sector
2 0%
wise employment in 1980, 1990
1 0%
0%
and 1998 for Greater Mumbai,
1 9 80
1 990
19 9 8
as shown in Figure 1-11,
Agr ic ul tu re , hun ti ng , fo res try & F is hin g
Mi ni ng an d Q uar r yin g
Ma n ufa cturi ng & Rep a ir S e rvice s
El ectricity, G as an d Wa te r
Con stru ction
T ra de , Re staura nt s a nd Hot el s
indicates that the changes in
T ransp ort , S tora ge & Co mmu ni cat io n
F in an ce ,In su ra n ce & Rea l E state
S ocial & P e rso na l S e rvice s
Ot he rs
income have also reflected in
employment.
However, the Figure 1-11: Sectoral Employment in Greater Mumbai
growth rate of employment
during 1990 to 1998 has been less than 1% per annum. This, when compared to long term income
growth rate of about 6%, is indicative of increasing productivity of labour in the formal sector and also
informalisation of employment. Mumbais population grew at an annual rate of 1.84% during 19912001 but number of workers grew at a rate of 2.61% during the same period.
1.5.5. INFORMAL SECTOR
52.
Based on the data from National Sample Survey Organization (NSSO) 55th Round, it is
estimated that 56% of Indian urban labour force is in informal sector.16 Though estimate for MMR
has not been attempted, from the analysis of the Economic census, it is clear that the share of
employment of large establishments has been declining in Greater Mumbai and the number of small
establishments is growing. The workers reported by Census India represent the most inclusive
number of workers. Employment reported in the Economic Census is less inclusive as it excludes
workers that have no fixed establishments. Data collected by Director of Employment refers only to
all public sector establishments and private sector establishments employing more than 10
employees in Greater Mumbai and 24 elsewhere. Depending upon what measure of total
employment and formal employment is used, the proportion of informal sector employment varies
from 30% to 60%.17
15
16
17

MMR includes whole of Thane and Raigad districts.

Testing the Conceptual Framework of Informal Employment: A Case Study of India by Dr. G. Raveendran and G. C. Manna a paper presented at the
Sixth Meeting of the Expert Group on Informal Sector Statistics.
Regional Plan for Mumbai Metropolitan Region 1996-2011 Mumbai Metropolitan Region Development Authority (MMRDA)

1-18

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM
53.
The contribution of informal sector to economy in terms of Net State Domestic Product
(NSDP) has been estimated to be 47.7% in 2000-01. However the share of agriculture, forestry and
fishing is as high as 25%. Amongst the predominantly urban sector the share varies from 0.1% in
electricity, gas and water supply to 9.3% in trade, hotels and restaurants18. No specific estimates of
share of informal sector in MMR NDP have been attempted. Nevertheless, it could be inferred that in
MMR, though participation of informal employment is rather large, its contribution to economy is
unknown.
1.5.6. KEY ECONOMIC GROWTH DRIVERS AND TRANSPORTATION PLANNING
54.
Economic data in terms of State Income is not adequate to identify growth drivers at a finer
scale. However, general trends indicate that following activities are likely to drive MMRs economy
over the next few decades:19
(a) Financial services including banking and insurance;
(b) IT and ITES;
(c) Communications;
(d) Biotechnology;
(e) Media and entertainment;
(f) Retail;
(g) Logistics and warehousing near the ports; and
(h) High-end export oriented manufacturing particularly in SEZs.

55.
Since India is recognized as a growing player in the global economy, forecasting future
economic growth for Maharashtra and Greater Mumbai will not only be complex, but will contain
many variables that will be subject to interpretation and change. Many changes and economic shifts
will be outside the control of Greater Mumbai and the key challenge will be to have responsive and
flexible economic and planning strategies to quickly adapt to change. Because of the inevitable
volatility of economic forecasting over long term, which will impact land use and urban transportation
planning, the process adopted in
is to analyse several potential development forms
for the MMR over the period up to 2031. The need for and programming of transportation
infrastructure projects were evaluated against these alternative futures. This led to the formulation of
transportation plans that were resilient and robust to accommodate several futures rather than being
tied to a single future that could be subject to change even in the short term. This approach will allow
elected and appointed officials, to make investment decisions with a better understanding of future
risks and uncertainties. Risk management is now playing a greater role in major capital investment
decision making, particularly where projects are being implemented under public private
partnerships.
56.
The employment characteristics of larger metropolitan areas are changing quite rapidly and
the difference between formal and informal employment is becoming blurred. While the actions of
large employers are well publicized, much of the growth in economies of developed countries is
being quietly driven by small business. In Toronto, which is the financial capital of Canada and has a
number of large businesses, there is, on an average only nine persons per employer which
demonstrates the strength of small business. The breakdown of employment in Greater London is
shown in Figure 1-12 where the number of females in the workforce is now expected to overtake
males. This represents a significant shift in the gender structure of employment which may occur
over time in the cities of India. It is interesting to note in such countries as, Japan, France, Germany,
Italy, the UK, Canada and USA, some 65-80% of females in the age group 15-65 years are
employed in the work force. In Greater Mumbai, females employment rate is only one fifth that of
males. If this changes over the next 25 years, it would effect socio: economic planning and transport
needs and the employment forecasts used in
have assumed this will happen.
18

19

Estimation Of Informal Sector Contribution In The Net Domestic Product - Indian Experience by Ramesh Kolli and Suvendu Hazra, National
Accounts Division, Central Statistical Organisation, India. A paper presented to the Expert Group on Informal Sector Statistics (Delhi Group) 29 31
March 2005.
This is corroborated by the study Economic Growth of the Mumbai Metropolitan Region by The Urban Institute (in association of ICRA
Management Consulting Services and ICMA South Asia) 2006. The study was funded by USAID.

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

1-19

TRANSFORM
57.
Another
unusual
factor
present
in the
economy
of
Greater
Mumbai is that about 50%
of the work force either
walks to work or is gainfully
employed at home. People
living
in
slums
are
disproportionately
represented in this sector of
the employed population.
People working in offices
and industry have a higher
disposition to travel by
mechanized
modes.
Consequently as people
move into more formal jobs
motorized
travel
will
increase. One of the
challenges
of
has been
to understand and predict Source: An analysis of Londons employment sector Greater London Authority Sept.2007
these
socio-economic Figure 1-12: London Employment by Sector, 2004
changes because they can have a profound effect on urban travel.
1.5.7. SPATIAL C LUSTERING OF E MERGING ECONOMIC ACTIVITIES
58.
Greater Mumbai historically developed as a mono-centric city with port, government, banking
and insurance, stock exchange and wholesale and international trade all being concentrated in and
around the Fort area. Development of Navi Mumbai that began in 1970 was the first planned
initiative to create a new centre of growth. In 1977, in its paper on Optimal Regional Structure,
MMRDA argued for a polycentric pattern of growth. Now, with diversification of economic growth,
conversion of manufacturing sites and expansion of planned transit facilities, a clear pattern of
spatial clustering is emerging. The spatial clustering is described in Table 1-4 and depicted in the
Figure 1-13.
Table 1-4: Spatial Clustering - MMR
Sl. No.

1
2
3
4
5
6
7

1-20

Key Drivers

Financial services including banking

and insurance
IT and ITES
Biotechnology
Media and entertainment
Retail
Logistics and warehousing
High
end
export
oriented
manufacturing

Location

Fort, Nariman Point, Bandra Kurla Complex

Andheri-Kurla Road, Thane, Malad, Navi Mumbai
Navi Mumbai
Malad - Link Road, Goregaon
Mill district, Malad, Mulund, Thane, Navi Mumbai
JNPT, Navi Mumbai
SEZs at Greater Mumbai Suburbs, Navi Mumbai, Khopta,
Kalyan, Panvel, Gorai-Manori etc.

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM

Figure 1-13: Emerging Clusters of Growth in MMR - The Challenge of Sustaining High Growth Rate

59.
Greater Mumbai and MMR have maintained a growth rate of over 10% since 2002.
However, it occurred after a negative growth in 2001. In the 11th Five Year Plan, the Indian economy
is expected to grow at an overall rate of 9% p.a. With agriculture not expected to grow at more than
4.1%, secondary and tertiary sectors will have to grow at a higher rate of 10.5% and 9.9%
respectively20. In this context, the MMR will have to grow at 12% to 15 % per annum and sustaining
such a growth rate will be a major challenge.

20

Towards Faster and More Inclusive Growth, An Approach to the 11th Five Year Plan, Planning Commission, Government of India June 14, 2006.

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

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TRANSFORM
Doing Business

60.
Doing Business in South Asia 200721 - a survey carried out by the World Bank has
compared the time and cost involved in complying with the following 10 parameters:
(a) Starting a business;
(b) Dealing with licenses;
(c) Employing workers;
(d) Registering property;
(e) Getting credit;

(f) Protecting investors;

(g) Paying taxes;
(h) Trading across borders;
(i) Enforcing contracts; and

(j) Closing business.

61.
Amongst the 12 Indian cities studied, Greater Mumbai ranks 11th and India (based on
Greater Mumbais score) ranks 134th among 175 countries. Many of the problems stem from
overlapping and confusing central and state level legal and regulatory systems. The city-wise
variation essentially occurs on account of time and cost involved in compliance of these legal
requirements. While it would be desirable to reform the legal system to help India achieve a better
rank in terms of doing business, it would be desirable to improve MMRs rank by improving the
administrative efficiencies. The difficulties of doing business are also linked to growth of the informal
sector with employers preferring to avoid cumbersome paperwork and perhaps bypassing reporting
processes.
Real Estate Prices and Quality of Life

62.
An international comparison of office
Auckland
rents and Quality of Life (QoL) Rank is shown in
Chicago
San Fransisco
Figure 1-14. Greater Mumbais office rents are
Bangalore
higher than those in many cities like Geneva,
Vancouver
New York, Washington DC, Amsterdam and
Vienna
Singapore
Singapore 22, but its quality of life ranks 150,
Berlin
whereas the other cities mentioned above have
Sudney
ranks of 2, 46, 41, 13 and 34, respectively.
Amsterdam
Generally those cities having high property costs City Barcelona
Washington DC
have very strong economies with companies
Delhi
having the financial strength to pay high
New York
accommodation costs. In Greater Mumbai, it is
Geneva
Mumbai
largely a reflection of inadequate space supply
Milan
and lack of transparent competition. Furthermore
Farnkfurt
Greater Mumbais office rents have increased
Zurich
Paris
substantially as compared to other international
Tokyo
cities with tremendous escalation of rents over
London
the last three years as shown in Figure 1-15. This
0
25
50
75
100
125
150
175
200
will certainly affect the competitive advantage of
Office Rents in US $ per sq.ft. per annum and QoL Rank
low labour cost in Greater Mumbai in attracting
QoL Rank, 2006 Rent August 2005 Office Rent May 2006
those companies that are sensitive to excessive
overhead costs. A city that aspires to become
world class will have to pay attention to both - Figure 1-14: Office Rents and Quality of Living Rank
prices of commercial real estate and quality of
life23.

21
22
23

Doing Business in South Asia 2007, The World Bank, Washington DC 2007. Some doubts persist about the methodology particularly the sample
size. However assuming that the same methodology is used across all cities the comparison is considered to be valid.
Office rents are as reported in Global Market Rents, August 2005 and May 2006 by CB Richard Ellis. These rents are of A grade office premises. It
does not therefore imply that lower quality office space is not available at lower rent.
Quality of Living Index is as reported in Times of India, April11, 2006 based on the report of Mercer Human Resource Consulting. These indices are
prepared as guidance to MNCs for devising the compensation package for posting expatriate employees. The index is based on Political and social
environment, Economic environment, Socio-cultural environment, Medical and health considerations, Schools and education, Public services and
transportation, Recreation, Consumer goods, Housing and Natural environment.

1-22

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM

Source : Cushman & Wakefield Research

Figure 1-15: Office Rental Costs in Greater Mumbai 1997-2007

1.5.8. GREATER MUMBAI AREAS NEEDING ATTENTION

Skilled Manpower

63.
There is a general perception that trained and skilled manpower required for newly emerging
economic growth sectors, suffer from lack of trained manpower. These sectors are IT and ITES,
financial services, media and entertainment and peripheral service industries. Projections at the
national level show that the country will need 23 million professionals to meet only the IT industry
export revenue target of US$ 60 billion by 2010. However, given the current capacity of higher
education institutions, the system will only be able to graduate 700,000 qualified professionals24.
64.
MMR also faces shortage of skilled manpower in most sectors that are expected to act as the
key drivers such as financial services, IT and ITES, media and entertainment, gems and jewelry,
larger format retail, etc. Moreover, the skill shortage is acute at the vocational undergraduate level.
The GoMs department of vocational training has initiated many training programmes at the
undergraduate and school level. In many cases, industry has also initiated skill development
programmes. Synergy between user industry, institutions imparting training and authorities deciding
syllabi and certifying students and training institutions has to be harnessed. This could be facilitated
by the institutions responsible for economic development of MMR. Although it is outside the scope of
this study, there is an urgent need to formulate a long term integrated plan for all levels of higher
education within the context of a fast growing metropolitan region (BOX 1-5).

24

Skill development the mission Times News Network [ Wednesday, February 21, 2007]

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

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TRANSFORM
BOX 1-5: THE EMERGING SKILL SHORTAGE 25
While Indias young demographic profile has the country favorably placed in terms of manpower availability, talent
supply shortages are emerging. This is extremely disconcerting, especially for the knowledge services sector,
which, over the last few years has emerged as a significant growth engine with demonstrated gains in terms of
exports, employment and very visibly in urban development across several cities in the country. Research has
shown that so far, only a tenth of the global addressable market for these services has been tapped. With its early
lead and strong fundamentals (demographics, economics and expertise), India is best positioned to take advantage
of this opportunity. Yet, the unsuitability of a large proportion of the talent pool in the country could lead to
significant lost opportunities.
The NASSCOM-McKinsey Report 2005 projections indicate that these will fall short by about 500,000 suitable
professionals (representing an opportunity cost of US$ 10 billion) by the end of the decade and in the absence of
corrective action, this gap will continue to grow. However, if current trends are maintained, the IT-ITES sector (ITITES alone of the knowledge sector) will need an additional 1 million plus qualified people in the next 5 years and
will generate exports of US $ 86 billion in FY 2012. If the country is to capitalize on the huge opportunity in this and
other areas of knowledge services, what is needed is a major thrust at all levels of education. Clearly, substantial
expansion and radical reform of the education sector are called for to ensure that we are able to meet the quality
and quantity of professionals needed by the country.
Local Economic Development (LED)

65.
Large scale manufacturing activity in MMR has declined. Such industrial growth is now taking
place in other parts of the state. Key driver of Greater Mumbais economy is now the services
sector. It should further be recognized that, a city region with high population exceeding 30 million,
with expanding incomes and purchasing power is a very large economy in itself, being larger than
many countries. This city region will spawn a huge array of small industries to support this
metropolis, and land use planning must recognize and support these endeavours. Currently these
industries are springing up along many major roads spilling over onto the carriageways and totally
defeating the notion of a city with world class roadway system.
Absence of Institutional Response

66.
Planning for social and economic development is one of the functions in Twelfth Schedule
of the Constitution that can be assigned to local authorities. According to the legislative amendments
carried out following the constitutional amendment, planning for social and economic development
has also been made an obligatory duty of the local authorities. However, little is being done in that
regard. Industries Department of GoM prepared an Industrial, Investment and Infrastructure Policy
in 2006 (Box 1-6).
BOX 1-6: SALIENT FEATURES OF INDUSTRIAL, INVESTMENT AND INFRASTRUCTURE POLICY, 2006
The objective of the policy is to achieve higher and sustainable economic growth with emphasis on balanced
regional development and employment generation through greater private and public investment in industrial and
infrastructure development.
The policy targets are industrial growth rate of 10% per annum, service sector growth rate of 12% and additional
employment generation of 2 million by 2010. For non-viable sick units, one time settlement of government dues
without interest and penal charges is offered. Further, single window clearance and reforms of labour laws are
proposed for reducing start-up cost and time. For infrastructure expansion, aggressive public private ventures are
sought and broadband connectivity across the state is emphasized.
A new Special Purpose Vehicle (SPV) is proposed to conceptualize, plan and implement the Mumbai-Pune-NashikAurangabad quadrangle infrastructure development project. The policy, thus, recognizes the need for facilitating
doing business and supporting the urban axis of the state through infrastructure development. Nevertheless, for
MMR, an agency responsible for economic development will be necessary, given the complexity of managing growth
with infrastructure development and quality of life

25

Towards Faster and More Inclusive Economic Growth-An Approach to the 11th Five Year Plan-Planning Commission, 2006

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CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

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1.5.9. ENVISIONING MMR
67.
Greater Mumbai has a history of planning, dominated by physical plans prepared within the
closed national economic framework. Greater Mumbai had two Development Plans, one sanctioned
in 1967 and the other in 1993. Similarly, there have been two Regional Plans covering the Mumbai
Metropolitan Region sanctioned in 1973 and 1999 respectively. Except for the Regional Plan, 1999,
the other plans were essentially based on the perception that interventions in the nature of land use
zoning, restrictive floor space index (FSI) and diverting growth to the mainland have to be used to
manage runaway growth of Greater Mumbai including migration. Furthermore, all infrastructure
services were supposed to be provided by the public sector by deploying public resource. The
Regional Plan, 1999 (prepared in 1995) noted the trends of declining manufacturing sector and also
the potential for growth of financial and other services in competition with other Indian and
international cities within the larger context of liberalizing Indian economy. The Plan also recognized
the potential role of private sector in infrastructure development and delivery of services.
68.
But towards the end of the century, Greater Mumbais economy declined. The Task Force,
appointed by the Chief Minister following the Bombay First-McKinsey report Mumbai Vision:
Transforming Mumbai into a world-class city, adopted the vision of Transforming Mumbai into a
world class city with a vibrant economy and globally comparable quality of life for its citizens to
counter the declining economy and achieve true potential of growth. The World Bank agreed to
support a market-friendly growth inducing strategy that is equitable and inclusive and based
on a business plan26 approach.

1.6.

CONTEXTUAL APPRECIATION OF VISION STATEMENT

1.6.1. VISION FOR MMR

69.
During the recently concluded initiative on preparing a Business Plan for MMR a Strengths,
Weaknesses, Opportunities and Threats (SWOT) analyses on MMR is undertaken. The
conclusions reached are summarised in Box 1-7.
70.
The earlier exercise of envisioning was limited to Greater Mumbai. However, considering the
growth and expansion of Greater Mumbai beyond the municipal boundaries and the economic
interdependence of the local jurisdictions, it is considered more appropriate to have a vision for the
entire metropolis. There is also a consensus that the vision statement prepared by the 2004 Task
Force discussed earlier is appropriate for the Business Plan.

26

MMRDA at the behest of Government of Maharashtra appointed LEA International Limited, Canada in joint venture with LEA Associates South Asia
Pvt. Ltd., New Delhi (LASA), who were already engaged in preparation of Comprehensive Transportation Study (CTS), to prepare the Business Plan
for Mumbai Metropolitan Region (MMR).

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TRANSFORM
BOX 1-7: SWOT OF MMR
Strengths

Presence of two sea ports and airport

Long history of international trade and financial

services

Presence of reputed research and educational

institutions

Large talent pool, good work culture

Good power supply in Greater Mumbai (though now

under stress)

Efficient public transport with a successful PPP in

MRT

Barely satisfactory water supply in Greater Mumbai

Citizens that pay user fees and taxes.

Presence of MMRDA A metropolitan planning and

development authority
Weakness

Topographic constraints, limited land supply.

High real estate and housing prices

Large proportion of slum dwellers

Inadequate power supply

Extremely overcrowded trains and slow moving

buses on congested roads

Water supply on the brink of turning into weakness

in Greater Mumbai and already a weakness in parts
of MMR

Generally poor solid waste management

Vulnerability to flooding and disruption to traffic

Greater Mumbai ranked 150 in quality of life index

in international comparison.

Greater Mumbai ranked 11th amongst 12 Indian

cities in ease of doing business

Opportunities

The presence of ports and airport offer

opportunities for improved external trade under the
new WTO regime

GoI policy of SEZs to boost export

Possibilities of setting up of off-shore banking units

and international financial services centre in SEZs

Growing demand for IT and ITES

Growth of high end manufacturing gems and

jewellery, fashion goods etc.

Potential for growth of media and entertainment

Threats

Competition from other Indian and developing

Country cities in terms of better quality of life at
lower real estate and housing prices

Inability to convert economic momentum into

investment in infrastructure

Inability to improve business environment.

The Strategic Objective

71.
The basic strategy to attain the
vision, as envisaged in Business Plan
is to sustain MMR in a virtuous cycle of
economic
growth,
resource
mobilization,
investment
in
infrastructure and improved quality
of life or livability with recognition that
good governance plays a crucial and
central role in implementing such a
strategy (Figure 1-16).
72.
In order to sustain the MMR in a
virtuous cycle, the basic strategy
Figure 1-16: The Virtuous Cycle
proposed ensuring the following:
(a) a competitive MMR;
(b) a livable MMR;
(c) a bankable MMR; and
(d) a well governed MMR.

73.
The noteworthy feature of this vision statement is that it covers the entire metropolitan region
and incorporates the notion of inclusive growth for all its citizens. Building on SWOT analysis of
MMR, the vision needs to be further translated and expanded into economic, social and
environmental dimensions or objectives (Box 1-8).

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BOX 1-8: DIMENSIONS OF VISION FOR MMR

Economic Growth
(a)

(b)
(c)
(d)
(e)
(f)

Greater Mumbai will continue to be the financial capital of India with a leading position in stock trading, mutual
funds, insurance, banking and other financial services. Greater Mumbai will also emerge as the global financial
centre exploiting its strategic location between London and Tokyo;
MMR will strengthen its position in information technology (IT) and information technology enabled services
(ITES) and should emerge as the centre for high-end outsourcing such as engineering design;
Manufacturing like apparel and fashion goods, gems and jewellery, electronics, printing and publishing and
repair services should prosper in MMR;
Greater Mumbai will maintain and technologically enhance its standing as the major film producing and
entertainment centre in the South and Southeast Asia;
MMR will emerge as an important logistic and export hub through synergy between ports, airports and the
special economic zones (SEZs); and
MMR will improve its rank in ease of doing business in terms of reducing time and cost of regulatory
compliances.

Social and Environmental Dimension

All citizens of MMR will have access to basic civic services like safe drinking water, sanitation, public transport,
education, health care and recreation facilities;
(b) All sections of the citizens will have access to affordable housing with substantial increase in average space per
person; and
(c) The development will be environmentally sustainable and conserving built and cultural heritage
(a)

74.
In the vision, the phrase world - class city has been used
and then interpreted to imply vibrant economy and globally
comparable quality of life. In this, the context of strong globalizing
trends and the concept of world cities also need to be noted. The
phrase world cities was perhaps used for the first time by Prof. Peter
Hall when he identified seven cities viz. London, New York, Tokyo,
Moscow, Paris, Randstadt Holland, and Rheine Ruhr region as the
world cities.27 Whereas more recently, Sassen popularized the
phrase global cities and identified London, New York and Tokyo as
the global cities28.
75.
A roster of world cities was prepared in 1999 where the
presence of global accountancy services, global advertising services,
global banking services and global legal services was used as the
criteria to determine world city-ness. Greater Mumbai did not find a
direct entry into the roster but was identified as having relatively
strong evidence of world city formation.29 The details of classification
given in footnote indicate that there is a considerable variation in
cities in terms of population size, income and quality of life. But the
listings are indicative of the competition that Greater Mumbai has to
face in the global context.
Aspirations as Global Financial Centre

76.
Greater Mumbai aspires to be a much more important global
financial centre. It currently ranks 41 on the Global Financial Centres Index (GFCI) prepared by an
independent agency Z/Yen on behalf of the City of London Corporation as shown in Figure 1-17.
27
28
29

World Cities Peter Hall, Heinemann, London 1966.

The Global City, Saskia Sassen, Princeton University Press, 1991 and other works.
A Roster of World Cities Beaverstock et al in Cities 16(6) 1999. The Alpha World Cities include London, Paris, New York, Tokyo in the top rung with
Chicago, Frankfurt, Hong Kong, Los Angeles, Milan and Singapore in the lower rung. The Beta World Cities include San Francisco, Sydney,
Toronto, Zurich, Brussels, Madrid, Mexico City, Sao Paulo, Moscow and Seoul. The Gamma World Cities include Amsterdam, Boston, Caracas,
Dusseldorf, Geneva, Houston, Jakarta, Johannesburg, Melbourne, Osaka, Prague, Santiago, Taipei, Washington, Bangkok, Beijing, Montreal,
Rome, Stockholm, Warsaw, Atlanta, Barcelona, Berlin, Buenos Aires, Budapest, Copenhagen, Hamburg, Istanbul, Kuala Lumpur, Manila, Miami,
Minneapolis, Munich and Shanghai. Other cities relatively strong evidence of world city formation are Athens, Auckland, Dublin, Helsinki,
Luxembourg, Lyon, New Delhi, Philadelphia, Rio De Janeriro, Tel Aviv and Vienna.

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

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Figure 1-17: Mumbais Ranking as an International Financial Centre

1.6.2. BRANDING MMR

77.
Visual images of a city make lasting impact on particularly international business travelers.
World Trade Centre (prior to its destruction) in Manhattan, New York, Millennium Dome and Canary
Wharf in London, Minato Merai in Yokohama and Burj in Dubai or Petronas Towers in Kuala Lumpur
are some of the recent examples. After Gateway of India and Marine Drive, Greater Mumbai or Navi
Mumbai have not been able to create similar landmarks, which in the recent past would connote
modern Mumbai. Individually some of the buildings in Bandra-Kurla Complex (BKC) are distinctly
modern but they do not create a brand image.
78.
Buildings on the waterfront seem to be more suited to create such brand images. Nariman
Point at the end of Marine Drive has a potential in that direction. In the context of emerging structure
of MMR, there are some more opportunities for creating a brand image (Box 1-9):
(a)

(b)
(c)
(d)
(e)

Development near the Mahim Bay: With the completion of Bandra Worli Sea link, there would be some spare
capacity available on the Veer Savarkar Marg, which can be utilized to redevelop Mill Land into an iconic building
on the waterfront;
Sewri: With the proposed Sewri-Nhava Trans Harbour Link Sewri, where Mumbai Port Trust (MbPT) land is
available, would become an ideal location to create a distinctive landmark on the harbour;
Nerul, Navi Mumbai: Across the harbour in Navi Mumbai too, there is a potential to develop a landmark that
offers a distinctive image to Navi Mumbai. The likely locations could be Nerul or Belapur on the waterfront;
Near the proposed airport in Navi Mumbai; and
In addition Greater Mumbais built heritage, protected, conserved and spruced up can also create a distinctive
image.

79.
In order to achieve such results, conscious efforts in urban design, particularly in public
places streetscapes, plazas, parks and gardens is necessary. Business Plan for transforming MMR
into a World Class city will have to pay attention to these concerns.

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CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

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BOX 1-9: POTENTIAL AREAS AND CHARACTERISTICS OF MMR FOR DEVELOPING PUBLIC REALM AND
DISTINCT URBAN IMAGE

Public spaces along water

BKC
Mahim bay

Nerul
Seawood

Waterfront development

Port land
Fort

Water sports and marina

development

Potential areas for landmark development

Heritage precincts of Greater Mumbai

1.7.

KEY CHALLENGES IN EVOLVING

80.
The ensuing sub-sections highlight some of the major challenges that have influenced the
scope and issues considered in preparing a comprehensive transportation plan for the MMR to
achieve the prime objective Transforming MMR into a world class metropolis with a vibrant
economy and a globally comparable quality of life for all its citizens. Amongst challenges, which are
described in the ensuing sections, the real challenge is to meet the requirements of both, growing
economy and expanding poverty, at the same time.
1.7.1. PHYSICAL CHALLENGES
Difficult Landform and Geography

81.
The MMR is geographically very diverse with relatively narrow valleys and shoulder plains
sandwiched between the ocean, estuaries, rivers, creeks and hill ranges. As various generations
built bridges, particularly the railways, the urban structure took the initial form of linear communities,
along the railways, acting almost as umbilical cords. Then road bridges replaced ferries, but the
CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

1-29

TRANSFORM
linear urban form prevailed. The core of the city is an island connected to mainland through limited
number of linkages. The immediate suburban areas are divided by the Sanjay Gandhi National Park
as well as several rivers, lakes and creeks. Other municipalities in the region are spread over a very
large area. While some, such as Thane and Mira-Bhayandar are contiguous with the urban structure
of Greater Mumbai, others, such as Bhiwandi and Vasai depend on single or very few transport
linkages with Greater Mumbai.
82.
There are a number of
other municipalities, whose
connectivity with rest of the
region ranges between these
two extreme examples. Also,
there are many hilly areas as
well as large creeks which cut
across the region. The initial
impression is a region full of
almost
insurmountable
constraints. On the other hand,
as compared to other similar
regions, this diversity makes
MMR unique and interesting.
Many other large metropolitan
regions, which have grown from
a port base, have had to
contend
with
a
difficult
typography and were forced to
build major civil engineering
structures
to
more
fully
integrate physically separated
land masses. In many respects
50 km
MMR has not faced up to this
stark reality and this has
resulted in extreme crowding
and congestion.
addresses these issues that will become even more pronounced as
the region rapidly reaches the forecasted population of 34 million by 2031.
Scarcity of Developable Land

83.
While the gross land area of MMR is large, encompassing some 4,355 sq. km, only about
12.5% of this land can be categorized as being potentially developable. Some 1,134 sq.km are under
the jurisdiction of various municipalities and their respective development plans, spread over various
geographically diverse areas ranging from wetlands to mountains. The existing built-up area is about
418 sq.km, leaving a balance of the 718 sq.km.. However, since this also includes water bodies and
green zones, the actual developable land within municipal boundaries is about 168 sq,km. Further
potential urbanisable zones, identified in Regional Plan for 1996-2011, under two categories i.e., U1
and U2 30, contribute another 182 and 180 sq.km respectively. In total, this means that there is about
530 sq.km of land, which is currently deemed suitable for future development, or a mere 12.5% of
the total MMR land area. Within Greater Mumbai 41% of 438 sq.km land area is considered as No
Development Zones for a number of reasons largely related to environmental constraints or for
park/open space preservation. There is less than 10 sq.km of designated land yet to be developed
in Greater Mumbai.
30

U1 zone covers areas where more intensive urban development and economic activity is expected in future. U2 zone has areas which have potential
for urbanization. It includes lands within 1 km on either side of important roads and within 1.5 km radius from railway stations.

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CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

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State of Good Repair and Functional Efficiency

84.
A high priority needs to be given to maintaining existing transportation systems in a state of
good repair and functional efficiency. Funding to achieve this objective is rarely adequately budgeted
as the same agencies have responsibility for both maintaining and expanding the systems. In this
competition for funding, good repair typically loses out to system expansion. In MMR, the state of
good repair and functional efficiency of the transportation systems have reached crisis levels.
Regional infrastructure is unsafe and of low quality, and is very counterproductive to the aspiration of
being world class. But perhaps more important, the inadequacies impose severe stress on the
travelling public, undermining the health and well-being of MMRs greatest strength, its people. The
poor state of infrastructure is already leading to the worst signs of demand suppression. Crowding on
suburban rail coaches is worse than standards specified for transporting animals in the same
system. As for safety, on an average day, 15 persons are killed on the road and rail systems,
predominantly on the suburban rail network. This loss of life is deplorable and can be largely
attributed to overcrowding. Some investments are now being made to improve service levels on the
rail network but these will not significantly redress the present deficiencies. Perhaps the most
impressive characteristic of the suburban rail network is its reliability, its speed and very low fares.
85.
Road transportation is no better with traffic snarls and all day congestions. Despite this,
between 1991 and 2005, there has been an increase of 140% in the number of cars and 300% in the
number of two wheelers on the road. And there are no indications that the desire by the public to own
vehicles is diminishing.
Vulnerability

86.
Functioning transportation networks are crucial in times of natural and other calamities
including floods, earthquakes and terrorist attacks. There is no element of redundancy in the existing
systems and it is only with the heroic efforts of operating staff that disasters are so well mitigated.
Existing public transport and road network in MMR is composed of long uni-dimensional corridors
without adequate alternatives to fall back upon in case these arterial communication lines are
severed.
87.
A level of redundancy in the network can go a long way in ensuring a quick recovery in case
of disaster by ensuring that supply lines are not completely cut-off. This aspect has been taken into
account while framing the future transportation network for the region under
.
1.7.2. SOCIAL CHALLENGES
Heterogeneity

88.
With more than 50% of population living in slums and working in the informal sector, the
region presents formidable social challenges as well. In many respects, MMR consists of many
different social and economic strata each having distinct transportation needs and aspirations. It is
now recognized that in large urban areas, governments have to attempt to provide transport choices
with a public transport first agenda. However the maintenance and management of an efficient road
network is also critical for the social and economic functioning of the city. Achieving the right modal
.
balance is a key investment issue that has been addressed in
89.
In terms of governance, while Greater Mumbai is under a unified and strong municipality
(MCGM), the rest of the region comprises many heterogeneous urban, semi-urban and rural areas
governed by a range of urban local bodies. To tie together transportation needs of such diverse
groups along with keeping up with the aspiration of the region present challenges of its own including
the need to maintain social inclusion. The regional transport needs are large and fiscally demanding,
which may call for institutional restructuring to deliver the
. This is not to suggest that
the present governance arrangements in the MMR should be radically changed, but that a different
overarching mechanism needs to be put in place to plan, finance, build and operate regional scale
and regional level functioning transport systems.
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TRANSFORM
Slums

90.
There is no other metropolitan area in the world that has such a large and diverse socioeconomic milieu as MMR, particularly the number of poor residents. This is a manifestation of the
historical magnetism of MMR in attracting rural populace from across India. This, coupled with
unaffordable and restricted supply of housing, has resulted in large increase in slum population over
last 20 to 30 years.
household surveys (2005) indicate that, about 41.3% of the
population of MMR lives in slums. This slum population of about 8.6 million people in about 2.0
million households represents an enormous housing deficiency in the Region.
91.
Slum dwellers are an integral part of the economic and social fabric of MMR. Rising
education standards and income levels of slum dwellers over the next 25 years will inevitably
materialize into a generational shift in housing from slums to regular, more permanent
accommodation. This shift will be accompanied by increased demands for motorized travel with
more people working in formal sectors. Predicting these generational socioeconomic changes is a
key factor in travel demand forecasting for the Region.
1.7.3. ECONOMIC CHALLENGES AND OPPORTUNITIES
Growth

92.
Greater Mumbai, a major part of MMR, is the largest city of India and sixth largest in the
world. It is also the densest city of the world due to many people living in slums or slum like
conditions. In spite of this, MMR has a unique role to play in the economy of the nation as countrys
most important financial centre and one of its most important service and logistical hubs. It
contributes a disproportionate share to the national GDP, thus benefiting the whole country. Income
of MMR 31 was estimated to be about INR 1295 billion in 2004-05 which comprised 40% of the state of
Maharashtra. Per capita income, at about Rs 45,000 was three times that of an average Indian in
the same year.
93.
It is estimated that the region has a population of 20.8 million (2005) and employment of 7.6
million. By 2031, this population is expected to grow by 1.5 to 1.7 times and employment by 1.9 to 2
times, making MMR worlds second largest metropolitan area.
By estimates of M/s
th
PriceWaterhouseCoopers made earlier this year, Greater Mumbai ranks 37 richest city of the world
with a total income of US$ 126 billion (in PPP terms) (Figure 1-18). Further, the same study
observes that by the year 2020, Greater Mumbai will improve its position to 24th richest city of the
world with an estimated income of US$ 300 billion.
1400
1200
1000
800

38 Rome Italy

37 Mumbai India

35 Denver USA
36 Singapore

34 Istanbul Turkey

32 Shanghai China
33 Melbourne

31 Barcelona Spain

29 San Diego USA

30 Rio de Janeiro

26 Sydney

27 Phoenix USA
28 Minneapolis

24 Seattle USA
25 Moscow Russia

23 Madrid Spain

20 Seoul South

21 Toronto Canada
22 Detroit USA

18 Miami USA
19 Sao Paulo Brazil

17 Houston USA

15 San
16 Atlanta USA

14 Hong Kong

12 Dallas/Fort
13 Buenos Aires

10 Washington DC
11 Boston USA

6 London UK

7 Osaka/Kobe
8 Mexico City

4 Chicago USA
5 Paris France

3 Los Angeles USA

1 Tokyo Japan
2 New York USA

9 Philadelphia USA

600
400
200

Source: UK Economic Outlook, March 2007, PriceWaterhouseCoopers

Figure 1-18: Estimated Total GDP in Year 2005 of top 38 cities (billion US$ in PPP terms)
31

The economic data (national accounts) are available for administrative districts. MMR comprises the districts of Greater Mumbai and parts of Thane
and Raigad. Data for precisely defined MMR are therefore not available. Hence, the income of Greater Mumbai, Thane and Raigad districts have
been considered for calculation of MMR income.

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CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

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94.
Even in per capita terms, it was estimated that Greater Mumbai had a per capita income of
about US$ 6000 in the year 2005, highest in India or any other country in the SAARC region.
Competitiveness Issues

70
60
50
40
30
20
10
Mumbai

Rio

Shanghai

Istanbul

Sao Paulo

Moscow

Mexico City

Buenos Aires

Tokyo

Osaka

LA

Paris

London

Chicago

0
New York

95.
Status of the region as a financial centre and
economic engine is fast eroding due to expensive
housing and poor quality of transport and other
infrastructure. If the region is not able to keep pace
with the rest of the cities of country, it will fast lose
the status it has enjoyed, making it go through the
vicious circle of economic decline and lowered quality
of life. Catching up with world cities is still a far cry.
Estimated GDP per capita for some of the major
cities of the word is presented in Figure 1-19 and
Mumbai shows the least.

96.
Even with this scenario, no organisation is Source: UK Economic Outlook, March 2007,
responsible for planning for economic growth of the PriceWaterhouseCoopers
Figure 1-19: Estimated GDP Per Capita in 2005 in
metropolis at an appropriate metropolitan scale. Selected Major Cities (000 US$ in PPP terms)
Constitutionally, all ULBs are responsible for social
and economic growth in their areas. But with backlog of infrastructure deficiency and limited
capacity, they are generally busy catching up on the shortfall. As of now, even basic statistics on
economic parameters, which are important for measuring competitiveness, are not available for
MMR. This is because these parameters are reported at district level, and the boundary of MMR
does not match with the boundary of any of its constituent districts.
97.
Many of the challenges associated with maintaining competitiveness are closely related to
the physical challenges. Chronic shortage of affordable housing as well as a state of bad repair of
metros infrastructure remains the main stumbling blocks for MMR to continue as the preferred
choice for doing business. Already, existing leading cities of the world have started taking note of the
growth and impending competition. Thus, competing with world cities will continue to be a challenge
for MMR.
1.7.4. INSTITUTIONAL C HALLENGES
98.
The recently completed Business Plan for the MMR observed that there is no strong
metropolitan agency in MMR. For a metropolis aspiring to be world class in a short time frame, this
presents the most formidable challenge. It becomes all the more challenging when the absence of a
strong metropolitan level organisation is coupled with presence of too many not-so-strong ones.
99.
The MMR comprises various habitations of varying sizes. It is governed by a multitude of
Urban Local Bodies (ULBs) responsible for these different areas, posing enormous coordination
issues. About twenty municipal corporations and councils govern major urbanised parts of MMR.
Rural areas are governed by village level bodies that are coordinated by district level coordinating
authorities. While most of the urban habitations are contiguous, there are few small ones that are
interspersed in the region. Contiguous parts are recognised by the Census of India as Greater
Mumbai Urban Agglomeration for reporting demographic statistics.
100. Physical development plans are prepared independently by each of the ULBs. At the
metropolitan level, till recently, planning was being done by MMRDA, an authority created in early
70s. As of now, metropolitan planning is to be done by a Metropolitan Planning Committee (MPC)
assisted by MMRDA although no working MPC has come into existence as yet. There are also
District Planning Committees to plan for the entire districts which are fully or partly part of MMR
although their relationship with MPC or MMRDA is not clear.
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101. About ten different departments of the provincial government and eight ministries of the
federal government are directly responsible for providing various social and physical infrastructures
in the MMR. Many of these have either exclusive or overlapping functions with ULBs and MMRDA.
Till recently (up to 2003), MMRDA was restrained from doing any development work in area under
Municipal Corporation of Greater Mumbai. Thereafter, although it did act proactively in the area of
transportation, many hurdles still exist to let it function as a true coordinating authority at a
metropolitan level.
1.7.5. FINANCIAL CHALLENGES
102. In spite of Greater Mumbai being the 37th richest city of the world, it lacks resources for
creation and upkeep of matching transport infrastructure. MMR may need in the range of US$ 25 to
30 billion by the year 2016 to have a world class transport infrastructure, necessitating expenditure in
excess of INR 3 billion every year till 2016. (This has to be seen with the approximate size of MMR
economy with income of INR 20 billion).
103. Compared to this, overall capital expenditure of all the ULBs in MMR in the year 2006 was
about US$ 420 million. MMRDA contributes about US$ 5 million every year. World Bank funding
under the project, Mumbai Urban Transport Project (MUTP), amounts to US$500 million (out of total
project cost about US$ 945 million) over a six year period from 2002 to 2008 (averaging about US$
160 million per annum).
104. It can be quickly seen that the sums are small in comparison to the requirement. The recently
concluded Business Plan for MMR identifies problems related to sources, collection as well as
utilisation of funds. Sources are limited to octroi (dependent on buoyancy of economy) and property
tax (tagged to the rate and base revision because of restrictive laws such as Rent Control Act). In
addition, there are inefficiencies in collection. Even the capacity to borrow gets restricted due to laws
restricting base revision. ULBs are not allowed to borrow on the strength of their balance sheets.
105. The Business Plan Study also mentions problems related to utilisation of funds and highlights
issues such as weak internal processes for project identification, preparation and tender approvals.
MMRDAs own balance sheet is about US$2 billion with more than half of it in bank deposits.
Borrowings are insignificant. Funds are not leveraged to secure resources from the capital market at
competitive rates, a necessity to increase the rate of investment in infrastructure.
106. Funds created by MMRDA to lend to ULBs remain unutilised to the extent of 50% due to lack
of bankable projects, limited debt servicing capacity of ULBs and unwillingness to levy and collect
user fees. Further, funds of MMRDA are mainly from leased land that is not a very buoyant
resource. Development Charge, which can form a sustainable source of revenue, cannot be
collected by MMRDA, since it is not vested with the power to do so. Only special planning authorities
are allowed to collect development charges.
107. A good development in recent years is that MMRDA has acquired expertise in putting
together public transport projects in PPP format. This is a potent method of attracting private equity
on the basis of its own participation. But, overall, financial scarcity as well as structuring is likely to
remain one of the major challenges in implementation of the proposed transportation plan.
1.7.6. CONTEXTUAL WAY FORWARD
108.
is an initiative of MMRDA in collaboration with World Bank, to define long
term transport strategies for MMR along with preparation of short and medium term investment
programs.
addresses major challenges arising from existing shortfalls in the
transport networks present due to decades of underfunding, coupled with the population and
employment growth expected over the next 25 years. Extensive modelling, analysis and consultation
have been undertaken to arrive at the best strategies and investment programs to support MMR as a
world class metropolis meeting its economic as well as social objectives. One cannot predict, with
1-34

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

TRANSFORM
great confidence, a single future for the MMR. The approach adopted in
is to
determine transport investment strategies that are resilient and robust enough to accommodate
several possible futures and to provide future decision makers with the essential transport framework
to make progressive implementation decisions using the most current assessment of needs and
priorities. Some implementation decisions cannot be deferred. Future transport corridors need to be
carefully defined and protected. Measures to ensure fully integrated land use planning and transport
infrastructure planning need to be implemented immediately, including establishing financial
mechanisms that fairly allocate and accumulate capital funding for both deficit correction and
expansions due to urban growth.

CONTEXT AND CHALLENGES IN PREPARATION OF TRANSFORM

1-35

2.

TRANSFORMS DOMAIN AND APPROACH

. A 25 year time
This Chapter outlines how key issues and challenges identified earlier, guided
horizon was selected for long range planning purposes since many transportation projects have a long gestation
period and analyses often have to consider impacts that extend many years into the future.
Unlike many large urban metropolises MMR does not have the benefit of a comprehensive data base to track
transportation trends over time. One of the objectives of
is to document current travel data and
travel characteristics to enable future planners to more readily understand and forecast urban travel demands. This is
described in Chapter 4. The basic transportation strategies are discussed and the processes followed in formulating
travel forecasting models are described together with the principle of evaluating several potential development futures
for the Mumbai Region. Extensive consultations and inputs were received throughout the study process from the
ULBs and other stakeholders.

2.1.

STUDY DOMAIN

2.1.1.

OBJECTIVES

109. The major objectives of

are (i). to formulate a long-term transport strategy
for the MMR with a horizon year of 2031, (b) to identify a practical and effective investment program
for the periods to 2016 and 2021 and (c) strengthening the transport planning capacity of MMRDA
and other agencies having transportation responsibilities in the Region. The specific objectives of
study as enunciated in the ToR are as given under;
(a)

Identify travel patterns and characteristics of residents of the MMR;

(b)

Select, develop and operationalise an urban transport planning model;

(c)

Assess the relevance of the 1994 strategy, identify the consequences of pursuing alternative transport strategies,
and recommend/update a long-term comprehensive transport strategy for MMR up to 2031;

(d)

Identify a phased program of investments and policy proposals up to 2016 and 2021; and

(e)

Help strengthen transport planning skills of MMRDA and other agencies.

2.1.2.

SCOPE

110. The broad scope of services as per are as given under:

(a)

Data collection;

(b)

Transportation modelling and Model Development;

(c)

Formulation of a Transport strategy;

(d)

Identification of transport investments and management proposals;

(e)

Training and knowledge transfer to MMRDA and other agencies; and

(f)

Assist MMRDA in public consultation process.

TRANSFORMS DOMAIN AND APPROACH

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TRANSFORM
2.2.

KEY CONSIDERATIONS IN EVOLVING

APPROACH FOR STUDY

111. The MMR (Figure 2-1) is one of the fastest growing

metropolitan regions and an economic power house of India.
The regions present population of nearly 21 million (estimated
2005), is expected to grow even at moderate terms to about
32-36 million by the year 2031, and is expected to gain the
distinction of becoming the largest metropolitan region in the
world. The workforce participation rate is anticipated to be in
the range of 42% - 48% by the year 2031 (from 37% in 2005)
which equates to a doubling of the 2005 employment level.
The MMR has been aspiring to be one of the globally
competitive metropolises in the world, but unfortunately does
not qualify on several grounds, with transportation
inadequacies being one of the notable shortcomings.
112.
is undertaken in the context of above
Figure 2-1: MMR Area
described huge population and employment growth, the
implied and essential urban expansion and intensification. Transportation is a critical urban service
that could support or impede this potential growth. Some would argue that the efficiency of
transportation expansion should dictate growth patterns. In reality, transportation is an important, but
not the only driver of sustainable growth policies and plans. To support such a scale of projected
economic development, the transportation sector needs to address many inter-related challenges
including:
(a)
(b)

(c)

(d)

Maintaining existing systems in state of good repair and efficient function mobilization of
resources to ensure this objective is realized to protect existing significant investments;
Improvement of public transport systems in the MMR to principally accommodate growth of
population and employment. This can be achieved through capacity enhancements to the existing
suburban railway system, creating new suburban rail and metro lines and other potential rail based
mass transit technologies such as monorails , connecting major existing and planned activity centres,
providing exclusive bus lanes to reinforce rail based transit with a higher order road based public
transport system. Transit First and transit supportive development are considered to be critical
guiding principles for the future development of the MMR;
Creation of a hierarchical system of roads and freeways to meet a wide spectrum of travel
desires, including goods vehicles and the projected large increases in vehicular traffic entering and
leaving the MMR; and
Structuring of the most effective institutional arrangements to efficiently implement the proposed
regional transport plan in a timely and comprehensive manner. This includes the mobilization of
resources from traditional as well as new funding opportunities with an emphasis on growth should
pay for growth. International experiences in resource mobilization can provide useful insights into
successful financing mechanisms.

113. Given the above, it is decided that

considers several future population and
employment distribution strategies for MMR and develops transportation strategies and plans that
are resilient and/or robust to meet several possible long term futures.

2.3.

EVOLUTION OF TRANSFORM APPROACH

114. MMR has many unique characteristics. It is these characteristics that make it such a
formidable challenge to plan for its transportation needs over the next 25 years. It became evident
during the initial phases of the study that the following factors make forecasting of development
growth patterns very uncertain:
(a)

The scale of population and employment growth anticipated over the next 25 years;

(b)

Policies and guidelines on FSI in Greater Mumbai;

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TRANSFORMS DOMAIN AND APPROACH

TRANSFORM
(c)

The scale and location of Special Economic Zones in the hinterland;

(d)

Current economic growth trends of India and its sustainability;

(e)

Financial innovations being considered to facilitate slum rehabilitation and increasing FSI limits; and

(f)

The appetite of the private sector for innovative public-private partnerships to implement urban transport projects.

115. It is being concluded by the study team in consultation with Technical Advisory Committee
(TAC) that attempting a single long term land use plan for the MMR is unrealistic, since many factors
come into play in determining the future. Further, any forecast would likely become outdated within a
short time due to changing circumstances. An analytical approach is therefore proposed to evaluate
transportation needs and networks for distinctively different regional land use assumptions, and to
test the resiliency and robustness of individual transport linkages and networks against these varying
distributions.
116. Amongst some key aspects during the study is to obtain insights/inputs from TAC members
(comprising the officers from MMRDA and from all the ULBs), World Bank Team, other stakeholders
and the consulting team, for incorporation of the same to provide a context for the development and
evaluation of longer term transportation strategies, as indicated below:
(a)

(b)
(c)

(d)

(e)

(f)
(g)

(h)
(i)
(j)
(k)

The strategies must be visionary as well as practical. The MMR is a complex and evolving urban area in a
country that is undergoing profound economic and social change. The strategies and related plans should if
possible embody transportation solutions, priorities and investments, which cater to more than one potential long
term future;
The strategies must ensure the maintenance of the existing transportation services and promote positive
change to overcome critical capacity deficiencies to support economic growth and urban expansion;
The strategies must be economically viable but from a broad perspective. The benefits of good transportation
extend far beyond traditional indicators such as reduced travel time and cost. Among other factors good
transportation can promote increased job opportunities and reduced housing costs by increasing
accessibility to greater variety of housing and employment choices;
The plan must be supportive of a healthy MMR but must recognize the increasing public demands for greater
mobility and freedom of choice of travel mode. Any consideration of constraining private transport mobility
carries the obligation of providing a reasonably comparable alternative public transport mode;
The strategies should ensure that high quality transport consisting of urban freeways and different types of
transit systems, that predominately serves middle/ higher income segments of the community, are user-funded
and implemented at no or little financial or social risk to the public at large or the poor;
The strategies and plans must improve public safety, which may require constraints on the freedom of
movement or greater user protection, discipline and enforcement;
Immediate attention and resource allocation should be given to pedestrian travel and safety. It is the largest
and most sustainable form of urban travel but suffers from severe degradation and neglect. It has been given
very low priority from a level of service and safety standpoint;
Investments should be programmed to secure improvements to the public realm compatible with qualities that
are expected in private spaces;
The strategies should promote the premise that transportation infrastructure capital needs to meet growth
demands should be substantially paid for by growth i.e. development charges;
The strategies should promote the mobilization of financial resources from a wide spectrum of other urban
activities that benefit from an improved or well maintained transport infrastructure; and
The strategies and implementation plans must be a MMR driven solution. However, lessons learned from other
major competing cities can provide an insight and guidance on what can be accomplished or what is needed to
sustain an environmentally, economically and socially successful city in a global context.

117. Amongst the above issues and objectives, there have been some questions, which needed
discussion and agreement before a completely equitable and rational transportation future is blueprinted such as:
a)

b)
c)

With the current severe traffic congestion in Greater Mumbai is the continued growth of cars, motorcycles,
scooters, rickshaws and taxis inevitable or in fact sustainable from a quality of urban life and environmental
standpoint including global warming that could have profound effects on Mumbai?;
Should combined policies of constrained private transport use and improved public transport be considered in the
densely developed parts of the Region.?;
Are the existing institutional arrangements in the region properly structured for a metropolis of over 30 million in
size. Is there the institutional capacity to raise and manage the implementation funding programs envisaged in
and to undertake such a major infrastructure expansion program in an efficient and timely
manner?;

TRANSFORMS DOMAIN AND APPROACH

2-3

TRANSFORM
d)
e)
f)
g)

Are the proposals for the economic and transport developments described in this document to fiscally and
socially ambitious to implement?;
Can or should, transportation investment implementation strategies, take a lead role in formulating the future
urban structure of the MMR?;
Should consideration be given to the early implementation of transport projects with the specific objective of
opening developable land to make the region a more affordable place to live and work?; and
What are the policies that affect the realization of proposed land use, transport integration and ensure
sustainable development?

118. In summary, the approach followed had the following principles:

(a) Holistic: in that each sub-region is treated as an integral, functioning part of the MMR, but with its own identity;
(b) Detailed: so that it can satisfactorily model the transportation impacts of new developments simultaneously at the
local, sub-regional, and MMR levels;
(c) Robust: so that it is capable of reliably evaluating proposed schemes / scenarios / strategies outside the scope of
the parameters on which it is calibrated; and
(d) Usable: to ensure high levels of usability to users with wide-ranging levels of expertise.

2.4.

PROCESS FOLLOWED

119. Overall process followed in

is presented in
Figure 2-2. The study commenced
in February,2005.
MMRDA
appointed an exclusive TAC to
review the progress, extend advice
and provide comments at various
stages during study. In total 16
TAC meetings are held during the
conduct of the study period and
detailed technical reports were
tabled from time to time and are
critiqued.
2.4.1.

Review of Earlier
Studies

Data Collection
and Analysis

Primary Surveys
and Analysis

Traffic Demand Analysis

and Modeling

Planning
Parameters

Calibration and
Validation of Travel
Demand Models

Traffic Analysis
Zoning Systems
Base Year Transport
Network

FORMULATION OF TRANSPORTATION STRATEGIES

Long Term Transportation Strategy and Identification of
Transport network (2031)

DATA COLLECTION AND

ANALYSIS

Medium Term Transportation Strategy (2021), Identification of

Transport network and Preparation of Investment Plan

120. Data from field surveys and

investigations is vital to any
transportation
study.
As
mentioned earlier,
is conducted after a 25 years gap.
As part of this study, twenty
different traffic and transportation
field surveys were conducted
(Table 2-1), and detailed analysis
of the same is presented in
Chapter 4.
Figure 2-2:

Short Term Transportation Strategy (2016) and Identification of

Transport Network

Consultations and
Meeting with
Stakeholders

Transfer of Data and

models to MMRDA

Presentation to
TAC/EC/MTSU/HLSC

Way Forward

Overall Process

Table 2-1: Primary Surveys Conducted During TranSforM Preparation

Sl. Primary Survey
No.
1 Home interview survey (his)
2
3

2-4

Classified volume count and OD

survey at outer cordon locations
Classified volume count and
Origin-Destination (OD) survey
at sub-regional cordon locations

Coverage

Principal Purpose

66,000 households

Socio-economic characteristics
Travel characteristics of internal travel
Travel characteristics of external travel
External travel demand for the base year
Transport model validation

24 Hr., 9 locations
24 Hr., 20 locations

TRANSFORMS DOMAIN AND APPROACH

TRANSFORM
Sl. Primary Survey
No.
4 Classified volume count at inner
cordon locations
5
6
7
8

Screen line points

Mid-block locations
Level crossing locations
Onboard sub-urban rail
passenger surveys
9 Sub-urban rail passenger
surveys: alighting surveys at
stations
10 Operational characteristics of bus
and rail transport networks
11 Intermediate Public Transport
(IPT) (auto and taxi) surveys
12 Bus terminal surveys

Coverage

Principal Purpose

16/24 hr., 33 Locations

(OD survey at 3
locations)
16 Hr., 3 locations
16 Hr., 11 locations
16 Hr., 5 locations
6.17%

Transport model validation

Validation of travel demand assessed from HIS
analysis
Validation of travel demand models

16%
5700 bus routes and
1767 train Services
50 locations

Input for preparation of public transport network

13 bus terminals

Assessment of terminal requirements for the

horizon period
Assessment of terminal requirements for the
horizon period
Goods travel characteristics
Estimation of internal goods travel
Assessment of goods terminal requirement for the
horizon period
Development of volume-delay (speed-flow)
functions for assignment models
Base year travel characteristics
Preparation of transport networks for the base and
horizon years
Identification of grade separated pedestrian
facilities
Parking characteristics
Preparation of parking policy for MMR
Development of trip generation rates for traffic
impact assessment. Modal choice analysis

13 Airport terminal surveys

2000 air passengers

14 Goods terminal surveys

20 goods terminals

15 Speed-flow studies

16 carriageway types

16 Journey speed and delay studies 550 kms

17 Network inventory
2,300 kms.
18 Pedestrian surveys

50 locations

19 Parking surveys

50 stretches

20 Workplace based surveys

4000 respondents

121. Home Interview Survey (HIS): A total 66,000 households are covered throughout MMR and
took nearly one year (April 2005 to April 2006) to complete the survey. The mandate is to cover
1.5% of households in MMR. A systematic and scientific method of sampling is adopted to achieve
the mandate. Further, redistribution of sample coverage includes high-density, moderate density and
low-density spatial segments of region and along with some rural areas. The logic used for
redistribution of the sample is as follows:
For very large contiguous municipal corporations/councils with high
population density, a 1.4% sample rate is used;
(b) For smaller municipal corporations and councils with moderate population
densities, 1.75% of households contained within such cities are surveyed;
(c) For the smallest municipal councils with the lowest density, a 5% sample
rate is used; and
(d) For all census towns together cover over 1,080 samples.
(a)

TRANSFORMS DOMAIN AND APPROACH

2-5

TRANSFORM
122. Classified volume count at outer cordon locations: The external travel for the base year
(2005) has been assessed1 from the
classified
traffic
count
survey,
occupancy survey and OD survey
carried out at 9 outer cordon locations
(Figure 2-3) for 24 hours.
123. Classified volume count at sub
regional cordon locations: Traffic
counts at sub-regional cordons, inner
cordons and screen lines
are
undertaken for validation of the travel
demand
models
and
matrices
assessed from HIS analysis. In
addition, classified traffic volume
counts are carried out at mid-block and
level crossing locations. The survey
locations are presented in Table 2-2
and Figure 2-4.
Figure 2-3 External Cordon Counts
Table 2-2: Traffic Survey Locations
Description

Sub-Regional Cordon
Screen Line
Inner Cordon
Other roads
Level Crossing

24 hours
Traffic Count
points
20
3
6

RSI
points
20

16 hours
Traffic count
RSI points
points
27
3
11
5

Total survey
points
20
3
33
11
5

124. Sub-urban rail2 passenger surveys: Passenger survey is

carried out to capture the travel pattern of rail commuters. This
included in-train boarding and alighting surveys and alighting
distribution survey.
125. In-train boarding and alighting survey is conducted on a
sample basis. This survey covered all the 6 types of travel spaces
or compartments3 to get the entire rake occupancy or rake loading
on different sections of the railway network. Approximately, 6% of
the total trains operating on the MMR rail network are covered in the survey.
126. Alighting distribution survey: Commuter alighting distribution survey is conducted at 16
sample stations covering all the 6 travel spaces or door types for 24 hours. The survey analysis is
used in assessing the rake occupancies or rake loadings of trains other than sampled train trips.

About 48,000 vehicles enter Mumbai everyday and almost same number leaves. About 90% of this traffic is from north and south
side of the region with very little from the east side. Out of total MMR traffic, the traffic moving in the northern direction is around
40,000 vehicles, eastern direction 8,600 vehicles and southern direction is 45,200 vehicles. The major traffic handling corridors are
NH8 (29.7%), Mumbai-Pune Expressway (20.2%), NH17 (13.5%) and NH4 (11.6%).
2
The Mumbai Region is served by two of Indias zonal railways, the Western Railway (WR) and the Central Railway (CR). The
Western line runs northwards from the Churchgate terminus station in the island city and runs parallel to the west coast towards
Ahmedabad and Delhi. The Central Railway runs from CST, Mumbai (Chhatrapati Shivaji Terminus) station situated very close to
Churchgate in Island city and serves large part of central India to the east of Mumbai.
3
Six types of travel spaces or compartments- Second Class General (SCG), Second Class, Ladies only (SCL), First Class, General
(FCG), First class, Ladies only (FCL), Vendor (V) and Physically Handicapped (PH).

2-6

TRANSFORMS DOMAIN AND APPROACH

TRANSFORM

Figure 2-4: Traffic Survey Locations

TRANSFORMS DOMAIN AND APPROACH

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TRANSFORM
127. IPT surveys: With nearly 36% of auto-rickshaw vehicles and 76% of taxi vehicles of the entire
Maharashtra state fleet registered in Greater Mumbai alone, they form important part of the transport
system of MMR. Further, for accessing the suburban railway corridors, which are linear in form, the
road based public transport system and IPT modes act as lateral feeder services. Surveys have
been carried out at 43 locations representing suburban railway stations, inter-city railway/bus
terminals, airport terminals, hotels/hospitals, shopping areas/ malls, other major locations where IPT
operations are high.
128. Bus terminal survey: Bus terminal surveys are conducted to assess passenger travel
patterns, estimation of catchments of terminals, accessibility to the terminals and infrastructure
facilities. In MMR, four major regional terminals - Mumbai Central, Parel, Dadar and Sion are located
within the Island city, whereas, Kurla, Borivali and Nancy Colony are located in suburbs of Greater
Mumbai. The other terminals Thane, Vandana, Bhiwandi, Kalyan, Vashi, and Panvel are located
outside Greater Mumbai. Secondary data on parking and other terminal infrastructure facilities in
each of the terminals are identified and at least 5 passengers per bus are interviewed. Passengers
were selected based on random sampling technique for interviews without imposing any bias.
Furthermore, over 200 transit passengers were interviewed from all terminals during the survey,
which constitute about 2% of the total samples.
129. Air terminal surveys: Chhatrapati Shivaji International Airport
is the busiest airport of India. It is the major gateway to the air traffic
to/from Mumbai region. The airport is not only well connected with rest
of India and but also with many major terminals/hubs/cities of the
world. The international terminal handles average of over 11,000
passengers daily and domestic terminals about 19,000 passengers
daily. The departing passenger interviews at airport terminals are
conducted and covered 7.2% of the international and 6% of domestic
passengers. Vehicular, traffic volume surveys were also conducted on the access roads to Airport
departure terminals.
130. Goods terminal surveys: Goods terminal surveys are carried out primarily to assess the need
for additional terminal requirements for the horizon year 2031. MMR presently has nearly 44 goods
operating terminals (based on information collected from O-D surveys at outer cordon and subregion cordon locations). Goods operators/commission agents operating at these terminals are
interviewed to obtain inputs on their operations, building space and parking requirements.
131. Speed-flow studies: Thrust of the speed flow surveys is to measure the speed and flow of
traffic. Speed measurement is done by the registration plate method using recording devices to
note the registration number and time of entry and exit is also recorded. Spot speed is recorded
using a radar speedometer. Vehicular flow count is done manually at a small time interval of 2minute periods as shown in Figure 2-5. The survey is conducted along 19 representative road
corridors/stretches. Intersection delay surveys were also conducted.
132. Journey speed and delay studies: Purpose of this survey is to identify reasons for delay and
congestion at bottlenecks. Sample information on these journey speeds formed inputs appropriately
to the short term traffic management schemes evolved. Another purpose of the information collected
during the journey speed survey is to calibrate and validate the base year travel demand model. The
surveys are conducted on 550 km length of roads, which is about 25% of the major road network of
MMR.
133. Network inventory: Length of the major road network surveyed is about 2320 km. The survey
covered details on physical characteristics such as number of lanes, observed right of way,
pavement condition and divided / undivided carriageway.

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TRANSFORMS DOMAIN AND APPROACH

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Figure 2-5: Speed flow survey: On-site layout and survey organization

134. Pedestrian survey: Pedestrian survey is conducted at selected 52 pedestrian intensive

movement locations identified in discussion with the MMRDA and ULBs. The pedestrian count
surveys are organized (June-August 2006) for 12 hours during 8:00 AM to 8:00 PM on normal
working days (i.e. Tuesday to Friday) to study the need for grade separated pedestrian facilities at
these locations.
135. Parking survey: Parking surveys are carried out on pre-identified road links where on-street
parking demand is predominant. Nearly 45 stretches located on the 21 major corridors are covered in
the parking survey, which included parking space inventory and parking usage.
136. Work place based survey: Survey involved interviewing about 4,000 employees at their place
of work and is principally intended to obtain opinions on future modal choice, in particular the
propensity to use the proposed new metro lines for their journey to work with varying fare structures;
and for car users the modal choice influences of varying tolling or congestion charges. Utilizing a list
of Workplaces/establishments compiled for the study based on secondary sources, the
establishments are grouped into:
(a)
(b)
(c)
(d)
(e)
(f)
(g)

Government offices;
Private offices;
Banks/financial institutions;
Shops/malls;
Industries;
IT centres;
Others including hospitals, hotels etc.

137. The 4,000 samples were distributed into four major sub-regions (MCGM, CIDCO, TMC,
KDMC) and the seven establishment types. The samples in MCGM were further classified into
Island, Western and Eastern Suburbs to have a representation in the sample selection of the
establishments. Data is obtained on trip generation characteristics by building types to initiate a data
base for traffic impact assessments.
138. An over view of data collection programme including the sample size/locations, traffic survey
formats of all the surveys/studies carried out are given at Annexure 2-1.
2.4.2.

ZONING SCHEME

139. Three different traffic analysis zoning schemes have been developed for the analysis of travel
pattern and travel demand modelling, as given under:
(a) Detailed: 1030 zones (577 in Greater Mumbai and 453 in rest of MMR) presented in Figure 2-6.
(b) Strategic: 171 zones
(c) Coarse: 71 zones
TRANSFORMS DOMAIN AND APPROACH

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TRANSFORM

Figure 2-6: Internal TAZ System (1030 Zones)

140. In addition to above internal TAZs, the external area is divided into 27 zones consisting of - (a)
17 in the rest of Maharashtra; and (b) 10 in the rest of India. Thus, the total TAZs for the travel
demand analysis works out to 1057. The complete description and zoning atlas is presented in
Annexure 2-2. It is to be noted that two more zone grouping are done, viz. Sub-regions (7 numbers)
and Clusters (11 numbers) for understanding the travel patterns related to specific areas.
141. The TAZs are largely based on the 1991 Census of India Enumeration Circles and the 2001
Electoral Polling Booth boundaries. In addition, modifications to zoning system are done to correlate
with Municipal Wards in the MMR. The sizes of the traffic zones are managed such that each zone
contained, on an average, population between 20,000 and 30,000. The main areas in the MMR have
also been allocated relatively fine zoning systems in order to satisfactorily model traffic movements
within them. For instance, Thane, which has population of 1.3 million is divided to have 95 zones,
Kalyan/Dombivali/Ulhas Nagar (with population of 1.7 million) is divided to have 81 zones and Navi
Mumbai (with a population of 0.7 million) is divided to have 71 zones.
142. Coding for the TAZs is evolved to ensure uniqueness. Further, coding also captures specific
areas and administrative units identification with ease. Allotted numbers to an area have been kept
in a manner that they are always greater than the number of zones in that area so as to create a
buffer to accommodate extra zones at a later date.4 Zone coding details are presented in Table 2-3.

For example, Greater Mumbai is divided into 577 Traffic Analysis Zones. However, provision to accommodate another 423 zones
(by reserving number from 1 to 1000) is kept during the coding process. Similar procedure is adopted for all other administrative
entities.

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TRANSFORMS DOMAIN AND APPROACH

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Table 2-3: Zone Coding: Detailed Level-1030 Zones
Sl.
No.
1

2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24

Name of area
Greater Mumbai
Island City
Western Suburb
Eastern Suburb
Mira-Bhayandar
Thane
Nallasopara
Navghar-Manikpur
Vasai
Virar
Navi Mumbai
Panvel
Uran
Rest of CIDCO
Kalyan-Dombivali
Ulhasnagar
Ambernath
Bhiwandi - Nizampur
Kulgaon - Badlapur
Alibag
Pen
Khopoli
Karjat
Matheran
Rural areas
Total MMR traffic zones
Maharashtra (Outside MMR)
Rest of India
Total external

Number of TAZ

Zone Coding

577
232
228
117
26
95
13
6
21
27
66
8
2
10
54
25
14
28
6
3
6
5
4
1
33
1030
17
10
27

1-577

Provision for
additional zones
1- 1000

1001-1026
1201-1295
1126-1138
1101-1106
1051-1071
1151-1177
1401-1466
1551-1558
1576-1577
1467-1476
1601-1654
1701-1725
1751-1764
1826-1853
1801-1806
1901-1903
1926-1931
1951-1955
1976-1979
1991
2001-2033

1001-1050
1201-1400
1126-1150
1101-1125
1051-1100
1151-1200
1401-1600

3001-3017
3051-3060

3001-3050
3051-3100

1601-1700
1701-1750
1751-1800
1826-1900
1801-1825
1901-1925
1926-1950
1951-1975
1976-1990
1991-2000
2001-2100

Strategic Level or Forecast Analysis Zones FAZ

143. For forecasting independent variables, the only reliable source of time series data is National
Census and other government published data. Some of these are available at the administrative
wards level. Grouping the TAZ into known areas such as Census or Electoral Wards or their
aggregation is felt necessary. These also formed control totals for verification of outputs from finer
5
analysis zones . Similarly, policy decisions are made at a macro level. For this purpose, it is felt
necessary to group the traffic analysis zones into bigger areas. This also aided in developing a
strategic model. Keeping in view of these requirements, the TAZ are grouped into reasonably larger
areas as given under (and given in Table 2-4).
Municipal Corporation of Greater Mumbai
Rest of Municipal Corporations and Councils
Remaining Part of region
TOTAL

87 (1-87)
77 (101-177)
7 (191-197)
171 FAZs

Table 2-4: Zone Coding: Strategic Level or FAZ- 171 Zones

S.No
1
2
3
4
5
6
7
8
5

Name of Area
Greater Mumbai
Mira-Bhayandar
Thane
Nallasopara
Navghar - Manikpur
Vasai
Virar
Navi Mumbai (Incl. Rest of CIDCO)

Finer level TAZ Grouped FAZ

577
87
26
6
95
11
13
2
6
2
21
1
27
2
76
9

Zone Coding for FAZs

1 100
101 - 106
107 117
118 - 119
120 121
122
123 124
125 133

Provision for buffering is not used in coarse and strategic level zoning system.

TRANSFORMS DOMAIN AND APPROACH

2-11

TRANSFORM
S.No
9
10
11
12
13
14
15
16
17
18
19
20
21

Name of Area
Panvel
Uran
Kalyan Dombivali
Ulhasnagar
Ambernath
Bhiwandi - Nizampur
Kulgaon - Badlapur
Alibag
Pen
Khopoli
Karjat
Matheran
Rest of the region
Total

Finer level TAZ Grouped FAZ

8
3
2
1
54
11
25
10
14
6
28
5
6
3
3
1
6
1
5
1
4
1
1
1
7
1030
171

Zone Coding for FAZs

134 136
137
138 - 148
149 158
159 164
165 169
170 172
173
174
175
176
177
191-197

144. Coarse Level Traffic Analysis Zones

145. For Coarse level analysis, morning-peak-period and aggregate all-purpose person-trips are
considered and calibrated. Only major spider-network type corridors are employed and All-orNothing assignment is used to capture person flows. This scheme is to be employed to only the short
listed growth scenarios out of long list of alternative growth scenarios. This being a strategic
decision, it was felt necessary to develop slightly coarser Traffic Zones so that simpler models could
help in eliminating unlikely scenarios. Another level of zoning scheme is therefore prepared which is
an aggregation of 171 zones to 71 zones. The details of this aggregation are presented in Table 2-5.
Table 2-5: Zone Coding: Coarse Level-71 Zones
Sl. No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

2.4.3.

Name of Area
Greater Mumbai
Mira-Bhayandar
Thane
Nallasopara
Navghar - Manikpur
Vasai
Virar
Navi Mumbai (Incl. Rest of CIDCO)
Panvel
Uran
Kalyan - Dombivali
Ulhasnagar
Ambernath
Bhiwandi - Nizampur
Badlapur - Kalghar
Alibag
Pen
Khopoli
Karjat
Matheran
Rural areas in CIDCO
Rural MMR
Total

Finer level TAZ

577
26
95
13
6
21
27
76
8
2
54
25
14
28
6
3
6
5
4
1
3
33
1030

Grouped TAZ Zone Coding for Group zones

33
1-33
1
34
3
37-39
1
36
1
35
1
35
1
36
3
40-42
1
47
1
46
2
48-49
1
50
1
51
1
53
1
52
1
54
1
55
1
56
1
57
1
58
1
43-45
13
0, 59-71
71

MAPPING

. Availability of base map of the

146. Mapping formed one of the foremost tasks of
MMR with updated land use and transport network is one of the concerns, particularly in view of nonavailability of such maps from the previous transportation studies and also from other sources. Only
land use map that is made available is by MMRDA, which is prepared (based on interpretation of
satellite imagery of 1996) during the last Regional Plan preparation. Therefore, the base map and
broad land use map of the MMR is prepared using the following method:
(a) Interpretation of satellite imageries: Due to non availability of images from single source, multi-source data
2-12

TRANSFORMS DOMAIN AND APPROACH

TRANSFORM
(b)

(c)

(d)

(e)

were obtained and compiled from satellite imageries of IKONOS, IRS-LISS-3, IRS PAN images and Earthsat
images;
Mapping land use: Land use at micro-level is captured from the above-mentioned satellite imageries. This is
supplemented by (i) land use map prepared as part of the MMR Regional Plan,1971-91, MMRDA; (ii) Regional
Plan / land use map prepared as part of MMR Regional Plan, 1996-2011, MMRDA; (iii) Development Plans of
various towns/cities within the MMR from respective municipal council or municipal corporation; (iv) Eicher Map
of Greater Mumbai and Navi Mumbai; and (v) village map of MMR prepared as part of the MMR Regional Plan
1996-2011, MMRDA;
Reconciliation of boundaries and land use: The jurisdictional boundary of the MMR is changed during the
previous two Regional Plan periods (1971-91, and 1996 -2011). In the second regional plan, the boundary of the
MMR is extended to include Alibag and Pen regions, and sub-regions of the MMR were reclassified. Hence, it is
difficult to compare the land use pattern of 1971 with that of either 1991 or 2005. Also, the land-use data
presented in the 1971-91 Regional plan were generated from the revenue records, whereas, the data presented
in the Regional plan for 1996-2011 were based on satellite imagery data mapped in GIS platform. However, for
the purpose of comparison, 1971 macro level land use data is taken into consideration;
Quantification of land use at traffic zone level: Quantification of the land use for each Traffic Analysis Zone
(TAZ) is a prerequisite for any urban transportation study. For sourcing the land use data (Table 2-6), the
proposed Development Plans for all urban areas within the MMR were collected from the respective municipal
councils and municipal corporations. These hardcopy maps were scanned and then geo-referenced using
AutoCAD Map software. For this purpose Ground Control Points (GCP) were established. These GCPs are
essentially identifiable conspicuous landmarks like junctions of main roads, railway lines, railway stations, water
bodies, etc. which can be easily identified in the maps. Latitude-Longitude co-ordinates of these points were
obtained physically by a Global Positioning System (GPS) handset. These were then downloaded in an
AutoCAD Map drawing file. The same locations were identified in the scanned Development Plan sheets. Then
the DP sheets were geo-referenced upon these GCPs by the process of rubber-sheeting in AutoCAD Map.
Decimal Degree units were used in CAD for geo-referencing the map in geographic (Latitude-Longitude) coordinates;
Digitization of Development Plan maps: The digitization of Development Plan (DP) sheets is carried out and
each plot boundary is digitized and classified into the following fourteen urban land use categories;

Table 2-6: Land use Classification System adopted for the Study
Sr.
No.
1

Level I
Regional / Macro Land use
Built-up

2
3
4
5
6

Forest
Green Zone
Coastal wetlands
Salt pans
Water bodies

Level II
Urban Land use
Residential, Commercial, Industrial, Public/ Institutional, Recreational,
Airport, Port/ Harbour, Railway, Roads, Others
Green Zone/ NDZ
Coastal Wetlands
Salt pans
Rivers/ Creeks
Tanks / Lakes/ Reservoirs

(f)

Map cleaning and topology creation: After completing digitization the processes of map cleaning and
topology creation were carried out. This creates an Attribute table in .dbf format linked to each feature (point,
line and polygon) of the map. Then the identified land use for each parcel of land is recorded in the
corresponding cell of the attached attribute table. These maps were then opened in the Arc GIS software, and
projected in the correct map projection (i.e. Projection: UTM, Zone: 43, Datum: World Geodetic System of 1984
i.e. WGS84);
(g) Final map - The resultant map thus has an attribute table having land use of each parcel of land and its area in
sq.mt. Then the TAZ map layer is superimposed upon the land use map and overlay query is used for each zone.
This query selects the Plots/ land parcels having homogeneous land use within each TAZ and quantifies their
areas. The resultant query tables created in Arc GIS were then exported into Ms Excel (.xls) for further analysis.

2.4.4.

TRAVEL DEMAND ANALYSIS AND MODELLING

147. A traditional four stage travel demand modeling approach is adopted in the study. Trip
generation, trip distribution, mode-split and assignment models are developed after thorough
validation of the demand matrices assessed from HIS and other surveys/ studies. 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) are considered. As noted before the region (MMR) is divided into
1030 Traffic Analysis Zones (TAZs). The model used for travel demand and network analysis is
Equilibre Multimodal Multimodal Equilibrium (EMME).
TRANSFORMS DOMAIN AND APPROACH

2-13

TRANSFORM
148. Travel demand analysis is carried out for the base year (2005) using the data analysed from
the primary and secondary studies to establish the following:
(a) travel characteristics;
(b) socio-economic characteristics;
(c) performance of the existing transportation system; and
(d) calibration and validation of the travel demand models.

149. For analysis of travel demand, the day is divided into four time periods - two peak periods
(morning, 6:00 to 11:00 hrs. and evening, 17:00 to 23:00 hrs) and two off-peak periods ( day time offpeak, 11:00 to 17:00 hrs and night time off-peak, 23:00 to 6:00 hrs).
150. Travel demand models are developed for the two peak periods i.e. morning and evening. Daily
travel demand is assessed using Home Interview Survey (HIS) and other primary surveys. The
morning peak period models are used in the analysis of alternative growth scenarios, identification of
transport network requirements and the assessment of alternative transportation strategies. The
morning peak period is chosen because the heaviest peak hour demands on the public transport
systems occur at that time. Three progressive traffic zone definitions are established (71, 171 and
1030 zones) and used for different purposes at various stages of analysis. Socio-economic
parameters for the 2005 base year are established for the different zoning system using the 2001
population census data adjusted to the 2005 base year, for expansion of the sample home interview
surveys.
151. Validation of travel demand matrices estimated from HIS analysis is carried out by assigning
the demand on the base year transport network and comparing the assigned flows with the observed
flows on the network. The HIS demand matrices are adjusted using demadj.mac, a tailor made
macro facility in EMME for adjusting the HIS demand. Using the adjusted purpose wise travel
demand and planning parameters established for the base year, travel demand models are
developed. A common characteristic of all HISs conducted throughout the world is that the surveys
under-report trip making. This is because individual recollections of trips made on a designated day
are far from complete. Further the persons conducting the surveys often have to rely on secondary
reporting because the primary trip maker is unavailable.
152. Trip end, trip distribution models are developed for six purposes
(a) Home based work office;
(b) Home based work industry;
(c) Home based work others;
(d) Home based education;
(e) Home based others; and
(f) Non home based.

153. For each purpose, mode-choice models are developed considering car/two wheeler (private
vehicle modes), auto/taxi (IPT modes) and bus/train/metro (public transport) modes. Using the
primary survey data from road network inventory, speed-flow surveys, intersection flow-delay
surveys, workplace surveys, secondary studies, assignment models/parameters are developed/
compiled. Further validation of travel demand, models is carried out to ensure the ability of the travel
demand models to replicate the travel pattern of the base year.
154. The travel demand models are used for the estimation of passenger travel demand and
assessment of transport network requirement for various horizon years. These models provide the
basis for internal travel demand only. The external travel demand (passenger and goods vehicles)
has been estimated separately by applying growth factors based on historical data and assessment
of economic growth forecasts of external catchment area. The estimated internal and external
passenger travel demand and goods vehicle demand for the horizon years 2031 and 2021 & 2016
are described in Chapters 6 and Chapter 7 respectively. For the horizon period, new modes i.e.
metro has been considered and the utility equations were derived using HIS and workplace surveys.
2-14

TRANSFORMS DOMAIN AND APPROACH

TRANSFORM
The metro mode transport network is developed separately. An iterative process is applied in the
form of EMME macros by including trip distribution, mode-choice and assignment stages of the travel
demand model to achieve assignment convergence. A more detailed description of the model
development is given in Chapter 5.
2.4.5.

MEETINGS, SKILLS & KNOWLEDGE TRANSFER AND CONSULTATIONS

TAC/ HLSC MEETINGS

155. From the inception of the study in 2005, 16 TAC meetings are held and the advice received
during the TAC meetings helped the consulting team immensely in several aspects of the study.
156. Two High Level Steering Committee (HLSC) meetings are held on the study, one on 19th May,
2006 with a focus on providing a direction to the study and the expected outcomes and the second
meeting is held on 8th November, 2007 and the study findings and recommendations were presented
and discussed for further action.
findings and recommendations are
157. In addition, at the Draft Final Report stage,
accorded approval by the Authority, in meeting held in March 2008 chaired by the Honourable Chief
Minister, Maharashtra.
SKILLS & KNOWLEDGE TRANSFER

158.
is a complex undertaking and the implementation of the recommendations
requires understanding and support of the agencies across the region. The transfer of skills and
knowledge is considered to be an important element of the study process. This included an
intensive six day course on Traffic Engineering and Transportation Planning held between
November 8-15, 2006. Middle level officers from various organizations within MMR engaged in
transport project development, implementation and enforcement are trained on various components
of traffic and transport planning. The training is conducted in the premises of Civic Training Institute
and Research Centre (CTIRC) the centralized training facility of MCGM located at Borivali, Mumbai.
The training gave an opportunity to the officers from various organizations of MMR to appreciate
wide spectrum of topics related to Traffic Engineering and Transportation Planning. Further,
specifically the process and findings of
are also presented to them for appreciating
the dimensions of transportation in MMR. Some photographs taken during the progress of training
are presented in Figure 2-7.
159. Officials from MMRDA/CIDCO/ MRVC have been trained in EMME at INRO, Montreal. Further,
intensive training on EMME and modelling is imparted to the officers of MMRDA as a part of
Knowledge and Skill Transfer.

TRANSFORMS DOMAIN AND APPROACH

2-15

TRANSFORM

Figure 2-7: Training Program Conducted in November 2006

CONSULTATIONS
160. Inaugural workshop is held on
14th February, 2005 to apprise the
invitees about the transportation
problems and issues as perceived
important. Efforts of previous traffic &
transportation
planning
and
implementation to reduce the traffic
congestion and improve the travel by
public
transport
systems
and
importantly the focus of present
Comprehensive Transportation Study
for MMR are presented to the
participants.
161. Extensive
stakeholder
consultation is considered to be an
integral part of
. The Figure 2-8: Inaugural Workshop on
for MMR,
th
transportation issues and problems of 14 March, 2005
the region are many and the region has
several potential futures, affecting a large number of planning/ implementation agencies and civic
organizations. The huge amount of likely transport investments by the horizon year 2031 is likely to
be far beyond previous infrastructure investment levels and will require a new approach to resource
mobilization and institutional management. Implementation of the recommendations of
will need the support and participation of many stakeholders of the MMR.
162. A wide range of stakeholders are consulted throughout the study and during the preparation of
2-16

TRANSFORMS DOMAIN AND APPROACH

TRANSFORM
the long-term, medium-term and short-term investment strategies (Figure 2-9). The transportation
networks are based on a rationalized needs assessment, the shared vision of all stakeholders and
the consulting team. The brief details on the stakeholder meeting are as follows:
(g)

Ist HLSC Meeting: 19th May, 2006;

(h)

Presentations and Stakeholder Consultations on Long Term Transportation Strategies (21st to 25th May, 2007)
at sub-region level for group of ULB officials and elected representatives;

(i)

Review of proposed recommendations with Municipal Commissioners, senior staff and elected representatives in
MMRDA offices on 1st Sept. 2007;

(j)

Meetings held with MTSU;

(k)

IInd HLSC Meeting: 8th November, 2007;

(l)

Presentation of
on 31st January, 2008;

recommendations to elected representatives (Corporators, MLAs and MPs)

(m) Authority Meeting: 15th March, 2008; and

(n)

Presentation of

recommendations to UMTA: 22nd May, 2008.

Figure 2-9: Stakeholder Consultation Meetings

2.5.

PROCESS EVOLVED FOR UNDERTAKING

163. In many respects it is impossible to measure with any precision the quantum of transport
activities in the MMR because the numbers are so overwhelming, the trains so crowded, slums so
large and dense and there is a floating non-quantifiable population that is highly transient. While
every effort is made to accurately quantify transportation activities, the various data contained in this
document can be fairly characterized as the consulting teams best estimates of what is happening
in 2005/6. Studies of this nature involve part measurement; part trying to comprehend what the
measures really mean; part attempting to forecast future human behaviour; part trying to understand
how Mumbais economy works and how it will respond in an essentially global economy and finally
and probably the most challenging of all is attempting to be both visionary and pragmatic.
TRANSFORMS DOMAIN AND APPROACH

2-17

TRANSFORM
164. These challenges faced in
are being faced by all of the agencies involved in
planning and transportation in the MMR. Planning by its nature is dynamic and requires constant
review and updating. Most large urban regions across the world have recognized that with rapidly
changing economies and social structures, development plans must be responsive and flexible. A
rigid, controlled, focus plan is typically outdated before it is completed.
165.
is intended not only to take stock of MMRs transportation issues but to take a
longer term perspective of regional transportation needs and provide advice on incremental
investment planning. There is much heavy lifting to be done to ensure
s success.

2-18

TRANSFORMS DOMAIN AND APPROACH

3.

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS

AND PROSPECTS

Gaining a full appreciation of the present economic base and potential future of the MMR is a vital requirement in the
preparation of a comprehensive transportation plan. This Chapter of the report profiles the base and forecasted social
and economic aspects of MMR, so that they can become an integral part of the transportation strategy and/or plan
preparation. It is important to note that several discussions and deliberations with MMRDA and other stakeholders
1
.
were held to finalise the projected plan parameters for adoption for

3.1.

OVERVIEW OF POPULATION AND EMPLOYMENT CHARACTERISTICS

3.1.1.

POPULATION AND HOUSEHOLD CHARACTERISTICS

1.
Urbanisation follows the tracks - very true for MMR. The linear nature of urban growth of
MMR and the development of railway network are seen to be closely inter-related, as illustrated in
Figure 3-1. Just thirteen years after the first train of India was flagged off from Victoria Terminus (VT)
to Thane, 153 years ago (1853), the first suburban operation started between Virar and Colaba in
1867 (south of Churchgate of today). For these historical reasons, unlike any other city of India,
MMR has greatly benefited from a well developed and efficient rail based transit system for more
than 140 years. This mode of transport, provided, operated and maintained by Indian Railways
continued to be the backbone of MMRs public transport system, along which the urban growth
springs.

Figure 3-1 : Existing MMR Land use

Figure 3-2: 2005 Population Distribution

The figures which have been reported on future growth paradigm for MMR, have emerged after extensive discussions and
consensus thereon.

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-1

TRANSFORM
2.
Apartments are spread throughout the region, right from (now) aging buildings on the Island
City to new semi-planned communities in the suburbs and on the mainland (Figure 3-2). Apartments
take many forms, from those being characterized as slums to the most luxurious. Some 33% of
MMRs residents live in apartments, almost equally divided between Greater Mumbai and the rest of
the region. Chawls accommodate large number of people and are normally characterised as having
high density. Historically, they were typically three storey buildings, housing migrant mill workers and
their families. Over time the mix of worker type has changed. Even now, about 65% of the people
living in chawls are in MCGM, followed by Kalyan, Bhiwandi and Thane.
3.
Population and housing types in MMR (2005) are presented in Figure 3-3. Slums are
estimated to be housing about 41% of MMRs population (50% Greater Mumbai and 27% outside of
Greater Mumbai) with 75% of all the regions slum dwellers being within Greater Mumbai.

Figure 3-3 : Population and Housing Types in MMR in 2005

4.
Figure 3-4 to Figure 3-6 illustrates some of the residential and employment characteristics of
different household types in the MMR. The travel demand is sensitive to the socio-economic
characteristics. Details are presented in Chapter 6. There are, on an average, 10% more people
living in each slum household compared to an apartment. Similarly, on an average, there are 10%
more students in slum households as compared to those in the apartments. About 20-25% of
residents in slums are students.

Figure 3-4 : Household Occupancy by Household

Type
3-2

Figure 3-5 : Students per Household

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
5.
The time series census data of MMR
(1981, 1991 and 2001) indicate that, over the
years, household size has decreased from 5.6 in
1981 to 4.6 in 2001. Now, since about five years
have already elapsed after 2001 census, it is
likely that the household size has further dropper.
Going by the past trend, it is assessed that for
the baseline year (for the study, ie 2005) the
household size across the region would be about
4.4 persons/HH.
Figure 3-6 : Average Reported Monthly Income per
Household

6.
On an average, the reported family monthly income of slum households is about 70-75% of
that of the households residing in apartment, but if seen on a per capita basis, the comparable figure
drops to 65%. The reporting of absolute income figures should be read with a grain of salt and
perhaps the relative percentages amongst housing types may be more reliable.
7.
Occupation status by housing type is presented in Figure 3-7. Generally, there is, on an
average, one full time employed person for each homemaker and for each student across all housing
types; further, there is about one self employed person for every three full time workers.

Figure 3-7 : Occupation Status by Housing Type

Education
8.
Education level in MMR has been analysed by excluding all those people who are currently
students. The level of education prevailing in MMR, by sub-regions, is shown in Figure 3-8. The
assessment indicates that a fifth of the workforce is illiterate. Further, about 55% of the population
has a limited education level of 5 to 10 years of schooling. People with 12 years of schooling is a
meagre 12% of the total, with a similar share of persons with graduate degree.

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-3

TRANSFORM
40%

40%

25%

25%

20%

15%

12%

5%

9%
2%

2%

1%

Diploma

H.
Secondary

Secondary

Primary

0%
Illiterate

P. Graduate
&>

Graduate

Diploma

H.
Secondary

Secondary

Primary

Illiterate

0%
Others

2%

1%

0%

40%

40%
35%
28%

Western Suburbs
26%

10%

5%

5%

30%

2%
P. Graduate
&>

Graduate

Diploma

28%

H.
Secondary

27%

35%
30%
20%
15%

8%

40%

Thane

30%

21%

20%

15%

9%

5%

Pen / Alibag Area

30%
20%

10%

35%

35%
25%

21%

20%
9%
1%

10%

10%

10%
2%

0%

5%

3%

2%

0%
P. Graduate
&>

Graduate

Diploma

H.
Secondary

Secondary

Primary

Others

P. Graduate
&>

Graduate

Diploma

H.
Secondary

Secondary

0%
Primary

0%

0%

Others

36%

35%

2%

2%

0%

Others

5%

P. Graduate
&>

0%

Graduate

P. Graduate
&>

Graduate

Diploma

H.
Secondary

Secondary

0%

Diploma

2%

1%

11%

10%

H.
Secondary

5%

15%

Vasai Virar Area

15%

Secondary

10%

15%

Illiterate

10%

Others

15%

Illiterate

0%

25%

21%

20%

Primary

Secondary

Eastern Suburbs

21%

2%

40%

35%

35%
22%

9%

0%
Illiterate

P. Graduate
&>

Graduate

Diploma

H.
Secondary

Secondary

Primary

Illiterate

0%
Others

2%

2%

0%

10%

Others

15%

12%

10%

Illiterate

21%

Primary

14%

15%

40%

24%

20%

16%

40%

Kalyan Area

30%
25%

25%

33%

35%

Primary

30%

25%

11%

10%

5%

25%

21%

19%

15%

10%

10%

20%

CIDCO

30%
25%

18%

34%

35%

Illiterate

20%

Island

Others

30%

P. Graduate
&>

32%

Graduate

35%

Figure 3-8: Education Level of HHs in MMR, 2005

Household Income
9.
As part of HIS, one of the important information sought was individual income and household
income. Since prosperity is directly related to consumption levels, demand for travel is also expected
to follow similar pattern. For this reason, following sections relate to important variables collected as
part of the survey by various income groups. Instead of asking precise income, data was collected
under nine income categories as given in Table 3-1.
3-4

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
Table 3-1: Monthly Income Levels of HHs in MMR, 2005
Income Range
(Rupees Per Month)
0-1,500
1,501-3,000
3,001-5,000
5,001-10,000
10,001-20,000
20,001-30,000
30,001-40,000
40,001-50,000
50,001 and More

Category
A
B
C
D
E
F
G
H
I

10.
From the 163,138 people who were solicited for their usual travel habits, individual and
household incomes were also sought.
Average individual income of all the workers has been
estimated as INR 5,400 per month, with the average household income being about INR 8,100 per
month per family (Figure 3-9).
11.
For household income, modal income category is D with mean income at INR 8,100 per
month per household. This translates to about US$ 1.5 per day per person. People earning less
than a dollar a day are purported to be under extreme poverty2. As shown in Figure 3-10, by this
definition, about 50% of the population in MMR lives under extreme poverty. More than 75% of
people live under an income of two dollars per person per day.
45%

40%

39%

40%
35%

35%
30%

30%

18%

20%

15%
10%

15%
10%

7%

5%

5%

1%

0.2%

0.1%

0.05%

20000
30000

30000
40001

40000
50000

50000
More

5%
0%

1500
3000

3000
5000

5000
10000

10000
20000

Figure 3-9: Income Distribution (INR per person per

month)
6
5
4

4.0

4.0

4.2

4.6

5.0

5.3

20%
11%
3%

3%
0
1500

0%
0
1500

33%

25%
20%

30%
25%

29%

1500
3000

3000
5000

5000
10000

10000
20000

0.2%

0.15%

30000
40001

40000
50000

50000
More

Figure 3-10: Income Distribution (INR per household

per month)
3.00
2.2

2.50

1.50

2.5

1.8

2.00

20000
30000

0.6%

1.2

1.4

1.00

0.50

1500
3000

3000
5000

5000
10000

10000
20000

20000
30000

30000
40001

Figure 3-11: Household size and Household Income

(INR per household per month), in MMR , 2005

3000
5000

5000
10000

10000
20000

20000
30000

30000
40001

Figure 3-12: Employees per household and Household

Income (INR per household per month) in MMR, 2005

12.
Figure 3-11 and Figure 3-12 illustrate household size and employees per household in
relation to household income. The HIS unadjusted results revealed an average household size of
4.23 and average number of employees per household as 1.44. However the average household
2

Maxwell, S (1999) The Meaning and Measurement of Poverty as reported in website - Overseas Development Institute, ODI
Poverty Briefings ,< http://www.odi.org.uk/publications/briefing/pov3.html>

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-5

TRANSFORM
size is estimated to be about 4.4 due to an approximate 5% under-reporting of respondents in the
home interview surveys. Both of these parameters increase with increasing income, which shows
that household income is directly proportional to number of employees in the household (which also
increases total size of the household). The trend has exceptions when income is very low or very
high.
Income by House types
13.
The data also suggests that average household income, by house type varies in MMR. The
HH income of people residing in apartments is highest (INR 10,500 per month), followed by income
of families living in chawls (INR 8,400 per month) with slums showing lowest average HH income of
INR 6,400 per month. While the overall trend is obvious, the range of difference is very narrow. It
indicates towards an acute shortage of housing which necessitates even moderately well-off families
to live in communities with low quality of life. Figure 3-13 to Figure 3-15 present distribution of such
families across various income categories by house types.
Chawls

Average Rs. 10,500

per month per hh

Apartments

40%

40%

35%

35%

23%

25%
20%

20%

15%

15%

9%

10%

7%

6%

10%
5%

28%

30%

20%

25%

35%

35%

28%

30%

Average Rs. 8,200

per month per hh

2%

1%

1%

0%

0%
Upto

1501-

3001-

5001-

10001-

20001-

30001-

40001-

Above

1500

3000

5000

10000

20000

30000

40000

50000

50000

Figure 3-13: Income Distribution (INR per household

per month) for Apartments
Slums

3%

2%

5%

0%

0%

0%

0%
Upto

1501-

3001-

5001-

10001-

20001-

30001-

40001-

Above

1500

3000

5000

10000

20000

30000

40000

50000

50000

Figure 3-14: Income Distribution (INR per household

per month) for Chawls

Average Rs. 6,400

per month per hh

35%

40%

30%

35%
30%
25%
16%

20%

13%

15%
10%

3%

1%

5%

0%

0%

0%

0%
Up to

1501-

3001-

5001-

10001-

20001-

30001-

40001-

Above

1500

3000

5000

10000

20000

30000

40000

50000

50000

Figure 3-15: Income Distribution (INR per household per month) for Slums

3.1.2.

EMPLOYMENT CHARACTERISTICS

14.
The occupation pattern, ranging from being employed on a full time basis to being a
homemaker, is fairly consistent across all housing types. The distribution of employment across
various categories of jobs (office, industry and others) has been analysed from the HIS (Figure 3-17).
The families residing in slums supply a fairly high proportion of workers to the economy of MMR, as
can be interpreted from Figure 3-16 and Figure 3-18. Therefore, the importance of slums, in the
economy of MMR, cannot be undermined.

3-6

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM

Figure 3-16: Employees by House Type in 2005

15.
The kind of jobs people hold has a
significant impact on how far people travel to
work and what modes of transport they mostly
use. In
study, this relationship
has
been analysed and incorporated
appropriately in travel demand and forecast.

Figure 3-17: Distribution of Office, Industry & Other

Employment (2005)

Figure 3-18: Housing Types and Places of Work

16.
A high variation in Work Force Participation Rate (WFPR) within the MMR has been
observed. A low ratio indicates high dependency of population on few jobs. At the same time, areas
with high employment potential and having migrant workers show unsusually high ratios due to large
number of single workers living in the area or married workers living away from their dependant
families. The wide range of workforce participation rates from 0.33 to o.43, across various subregions, illustrates the economic diversity of the Region (Figure 3-19).
SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-7

TRANSFORM
0.33
0.35
0.35
0.36
0.36
0.36
0.36
0.36
0.37
0.37
0.37
0.38
0.38
0.38
0.38
0.39
0.39
0.39
0.39
0.40
0.40
0.40
0.40
0.43

0.45

0.44

0.43

0.42

0.41

0.40

0.39

0.38

0.37

0.36

0.35

0.34

0.33

0.32

0.31

0.43

0.30

Karjat
Pen
Ambernath
Ulhasnagar
Navi Mumbai
Mumbai Central Suburbs
Khopoli
Kalyan Dombivali
Virar
Thane
Badlapur
Uran
Rural Thane
Mira Bhayander
Bhiwandi
Rural Raigadh
Nallasopara
Mumbai Island
Alibag
Panvel
Mumbai Western Suburbs
Matheran
Dronagiri
Vasai
Navghar Manikpur

Figure 3-19: Work Force Participation Rate by Sub-regions

Occupation
17.

An analysis of type of occupation has been undertaken for the total MMR at two levels:

(a) Gender; and

(b) Age group.

18.

The analyses has been carried out by gender, for three broad age groups:

a.

20 to 60 years, who are most likely to be engaged in a productive occupation (Figure 3-20);

b.

Greater than 60 years, when individuals are more likely to be retired; and

c.

Below 20 years (excluding pre-school children) who are most likely to be students.
80%

58.3%

60%
50%

Male
Female

75.0%

70%

40%

6.0%

2.0%

Others

1.0%

5.6%

Retired

Homemaker/Housewife

3.0%

Seeking Employment

6.5%

1.3%

2.2%

Student (all levels)

0.6%

3.4%

Daily Wages

1.0%

1.4%

20.6%

Self Employed

Employed (Full Time)

0%

Employed (Part Time)

10%

9.5%

20%

2.6%

30%

Figure 3-20: Occupation Structure by Gender (Aged between 20 and 60 years)

3-8

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
19.

the following three conclusions emerge out of this analysis:

(a) In the age group of 20 to 60 years, over 80% men are employed while a substantial 7% are unemployed. On the
other hand, majority of females (about three quarters) are homemakers with only about 10% having full time
employment;
(b) Beyond 60 years of age, while most men are retired, women continue to identify themselves as homemakers;
and
(c) Under 20 years of age, about 77% of males and 73% for females are observed to be engaged in some form of
learning. A substantial percentage of men in this age group are seeking employment while a fairly high
percentage of females are homemakers.
Place of Work

20.
During the HIS, people were asked to identify the building type or the place that best
described where they worked. A summary of the findings are presented in Figure 3-21. Almost 50%
of employees work in places other than industry or offices, which reflects the presence of a high level
of informal sector employment.

35%
31.00%

30%
25%
20%

Other than Office & Industrial 49.6%

19.40%

14.60%

15%

12.10%

10%

8.40%
5.60%

5%
0.80%

0.60% 1.20% 0.80%

2.00% 1.60%

0.70% 1.30%

Pl
ac

O
th
er
s

of
Ed
uc
at
He
io
al
n
th
Fa
ci
lit
y
Ag
r
ic
C
ul
on
tu
st
re
ru
ct
io
Va
n
rie
Si
s
te
da
y
to
da
y

ou
ris
m

Ho
te

en
t/T
in
m

Sh
t/E
op
at
in
g
P
la
ce

En
te
rt
a

Re

st
au
ra
n

O
ff
ic
e
R
es
id
en
tia
Fi
lm
l
In
du
st
ry

To
ta
l

In
du
st

ry

0%

Figure 3-21: Places of Employment in 2005

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-9

TRANSFORM
3.1.3.

SLUM PROLIFERATION AND TRANSPORTATION

Figure 3-22: Location of Slums in Greater Mumbai

21.
Slum households generally have 8% more people working than apartment households. Slum
dwellers are substantially integrated into the economy of MMR as 41.3% of total MMR population
lives in slums and 48% of total employment comes from slums. Almost 60% of the people going to
work by walk constitute slum residents.
22.
The differences in travel to work characteristics are shown in Table 3-2 with office workers
travelling more than twice the distance travelled by other workers. Over 70% of office workers use
public transit as compared to 53% of those working in industry and 37% of those engaged in other
3-10

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
types of employment. A consideration for selecting these employment categories has been the need
to give emphasis to providing full time, well-paid jobs in office or office like environment and to
create a better and more sustainable balance between the service sector and manufacturing sector
to meet not only employment objectives of the MMR but expanding demand for manufactured
consumer goods in India.
Table 3-2: Travel Characteristics of Existing Employment in MMR
Average Trip Distance (km)
Mode of travel used to reach Workplace
Walk
Train
Bus
Car
2 Wheeler
Taxi
Auto Rickshaw
Source: Estimated by Consultants.

Office
17.2

Industry
11.9

Other
8.3

18.3%
58.5%
16.0%
2.9%
2.4%
0.4%
1.4%

42.6%
39.2%
13.7%
1.2%
1.8%
0.0%
1.4%

51.5%
27.2%
9.9%
1.4%
8.3%
0.1%
1.7%

3.2.

GROWTH PATTERN AND THRESHOLDS

3.2.1.

SPATIAL R ESTRUCTURING-P ROCESS

23.
Restructuring has and can largely guide spatial change. Table 3-3 and Table 3-4 show the
change in spatial distribution of establishments and employment in key sectors over time in Greater
Mumbai.
Table 3-3: Spatial Distribution of Establishments (1970-1990)-Greater Bombay (in Thousands)
Category of Work
1970
Manufacturing
27
Trade, restaurants and hotels
38
Transport and communication
36
Finance, insurance, real estate and 79
business services
Community, social and personal 27
services

CBD
1980
18
33
34
63

1990
11
30
35
50

27

16

Rest of Island City

1970
1980
1990
39
32
26
29
25
28
44
32
28
12
14
16
34

27

25

1970
34
33
20
9
40

Suburbs
1980
1990
49
63
42
48
33
43
23
34
46

58

Source: Draft Regional Plan for MMR (1996-2011), 1995

Table 3-4: Spatial Distribution of Employment (1970-1990) -Greater Bombay (in Thousands)
Category of Work
1970
Manufacturing
10
Trade, restaurants and hotels
48
Transport and communication
46
Finance, insurance, real estate and
80
business services
Community, social and personal
44
services

CBD
1980
12
40
50
75

1990
8
38
38
60

34

29

Rest of Island City

1970
1980
1990
54
45
32
28
23
23
32
21
27
14
11
15
29

30

29

1970
36
24
22
6
27

Suburbs
1980
1990
43
61
38
39
29
36
14
25
37

41

Source: Draft Regional Plan for MMR (1996-2011), 1995

Density Pattern
24.
Very high population densities characterize Greater Mumbai. The growing population has
resulted in densities as high as 45,900 persons per sq km in the Island City and above 20,000
persons per sq km in suburban Mumbai (Census, 2001). Another feature of the density pattern is that
low-density areas intersperse high-density areas. This indicates uneven residential development.
25.
The region faces geographical constraints for development. It is segmented with ocean on
one side, penetrating the landmass at various places by river mouths and creeks. Further, an
SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-11

TRANSFORM
appreciable amount of area also falls under various uninhabitable land-uses such as forest, green
zone and national parks and sanctuary. While the topography of the region is the prime reason for
such high population density, infrastructure and development controls have also contributed to an
increase in the density, especially in the Island City. They are one of the highest in the world, next
only to New York and London.

3.3.

PERSPECTIVE ON EMERGING GROWTH CENTRES

3.3.1.

BACKGROUND

26.
The Regional Plan, 1973 anticipated that MMRs growth would continue to be driven by
manufacturing and office sectors and also anticipated that the spatial concentration of these activities
would continue to be in Greater Mumbai in general and in case of office sector particularly in South
Mumbai. Recognizing serious implications of such growth trends particularly on transport, the
Regional Plan, 1973, proposed state wide dispersal of manufacturing, while, at the same time
imposing restraints on manufacturing growth including reduction in area zoned for manufacturing in
Greater Mumbai. For diverting the growth of office sector away from South Mumbai the Regional
Plan, 1973 recommended development of Navi Mumbai as the new centre of office growth,
development of BKC for internal restructuring of growth pattern and discontinuation of further
reclamation at Back Bay.
27.
Following the recommendations of the Regional Plan, CIDCO was appointed as the New
Town Development Authority for Navi Mumbai in 1970. After constitution of MMRDA in 1975 as the
agency responsible for implementing the Regional Plan, 1973, it was designated as the Special
Planning Authority both for BKC and the Back Bay Reclamation in 1978. Government adopted an
Industrial Location Policy in 1977 that attempted to restrain further industrial growth in Greater
Mumbai, particularly in the Island City. Similarly MMRDA in 1977 declared no development (new or
through change of use) for Office or Wholesale Trade or any increase in FSI beyond 1.33 could
not be undertaken without prior approval. These discretionary provisions were translated into
mandatory restraints in the Development Control Regulations for Greater Mumbai in 1991.
28.
Thus the thrust of policies and plans till mid-90s was to intervene in the trends of spatial
concentration of growth assuming that the secular trend of growth is going to continue unabated.
Decongestion of South Mumbai was the buzzword.
3.3.2.

POST 1980 TRENDS

29.
Initial spatial strategy was based on the assumption of secular trend of manufacturing and
office sector jobs and their geographic concentration. However growth experience during the post
1980 period is contrary to this experience. Manufacturing as is observed in most metropolitan cities
not only did not grow but suffered absolute decline in employment. In tertiary sector too employment
occurred mainly in small establishments. Although population continued to grow, it was mainly driven
by growth of jobs in informal sector. The liberalisation of Indian economy in 1991 and reforms in
financial sector that followed, provided renewed opportunity for Greater Mumbai to attract growth in
financial services. Despite this, Greater Mumbais economy continued to suffer and registered a
negative growth in 2001. However this quickly reversed and Greater Mumbai has been growing at
over 10 % p.a. since then.
30.
Draft Regional Plan 1996-2011 recognised these trends and suggested a new policy
framework. It recommended relaxation in Industrial Location and Office Location Policies. It
envisaged BKC as a financial district and proposed both office and industrial use in land zoned for
industrial purposes. It still contemplated a polycentric structure for the MMR.
3.3.3.

NAVI MUMBAI CIDCO

31.
The first planned growth centre was Navi Mumbai (or New Bombay as it was called in 1970).
The first residential node was developed at Vashi due to its proximity to Greater Mumbai and the
3-12

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
ease of availability of land. This is now a matured township with its own educational, healthcare and
recreational facilities. The CBD of Navi Mumbai was planned at geographical centre around the
Waghivali Island.

Figure 3-23: Recent Rapid Growth in Navi Mumbai Spurred by Improved Transport Connections to Greater
Mumbai

32.
The first part of it was planned at Belapur. The office growth at Belapur was to be triggered
by large scale relocation of government offices from South Mumbai. But this has not happened till
today. During the boom of real estate market in mid-90s it did attract some investment building
construction, but with slow down of economy, many of these buildings remained unoccupied. With
the introduction of suburban rail services there seems to be some revival of growth of Belapur CBD
(Figure 3-23).
3.3.4.

BANDRA KURLA COMPLEX AND DHARAVI

33.
The second growth centre is BKC. This too was initially planned to decongest South Mumbai
and provide for relocation of offices and wholesale trade in textile from South Mumbai. However by
mid-90s, MMRDA, in the context of liberalizing Indian economy, recognized the potential of BKC to
act as a new financial district of Greater Mumbai. MMRDA changed its marketing strategy for land
accordingly. With National Stock Exchange (NSE), Securities and Exchanges Board of India (SEBI)
and many other financial institutions and banks having established their headquarters in BKC (Figure
3-24), it has already emerged as a financial district. Star hotels, convention centres and offices of
American Consulate and British High Commission coming up in BKC would complement financial
district to emerge as a multifaceted CBD. The proposed metro corridor viz. Charkop-Bandra-KurlaMankhurd and the proposed increase in FSI from 2 to 4 would further strengthen BKC as the new
CBD.

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-13

TRANSFORM

Figure 3-24: Emerging Growth of Bandra Kurla Complex

34.
A further expansion of the BKC nodal development is the potential to integrate the proposed
Dharavi Slum Redevelopment Project with BKC. The first report of the Chief Ministers Task Force on
Transforming Mumbai included a proposal that at least three sectors of Dharavi be developed for
commercial or office use and extend BKC to Dharavi. A preliminary concept plan showing how this
objective could be realized is shown in Figure 3-25. Such an integrated plan would further reinforce
the emergence of this node as one of the major sub-centres of the MMR. An inherent characteristic
and advantage of the BKC-Dharavi node is that it is at the centre of gravity of regional transportation
for both public transport and roads.

3-14

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM

Figure 3-25: Potential Concept Plan for Integration of BKC and Dharavi

35.
Regulation allowing recycling of land of textile mills was first introduced in 1991.This required
sharing land with MHADA and BMC in equal proportion. The changes in regulation brought about in
2001 reduced the proportion of land to be shared to about 10% of the total land area. The
redevelopment of all mill lands, admeasuring about 240 hectares in the mill district, spread from
Mahalaxmi to Dadar mainly for retail, hospitality, IT and high income housing. These may also
constitute a growth centre.
36.
Navi Mumbai and BKC both began as instruments of decongesting South Mumbai with public
ownership of land and its allocation being decided by the public agencies. However after 1991 and
more particularly since 2001 new growth centres have emerged on account of demand of IT and
ITES, media and entertainment and large format retail responded by the market through recycling of
industrial land. A major centre has emerged along Andheri-Kurla Road and in Powai/Kanjurmarg
areas including SEEPZ. Another linear centre has emerged along the new link road from Andheri to
Malad partly by recycling old industrial land and partly by green-field development that caters to
media and entertainment, retail and IT-ITES. IT-ITES has also spread out to Thane and northern
parts of Navi Mumbai.
Government of India, in 2005, adopted a policy of promoting SEZ with a view to promoting exports. MMR because of
the proximity it provides to ports and airport has attracted many proposals of SEZ. They vary considerably in terms of
area and product mix. Larger amongst them may have a potential to emerge as growth centres. List of SEZs already
notified, SEZs formally approved and SEZs approved in principle are presented in

37.
Table 3-5, Table 3-6 and Table 3-7 respectively. Figure 3-26 shows sub-regional distribution
of SEZs. As may be seen from this table Panvel-Karjat-Khopoli is emerging as a new growth
corridor.
SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-15

TRANSFORM

Figure 3-26: Sub-Regional Distribution of SEZs

Table 3-5: Notified SEZs in MMR

Sl. No.
1
2
3

Developer/ SEZ
Royal Palms (India)
Private Limited
M/s Hiranandani
Builders
M/s K Raheja
Universal Private
Limited

M/s K Raheja
Universal Private
Limited

Serene Properties
Private Limited

Navi Mumbai SEZ

Pvt. Ltd.

Location
169, Aarey Milk Colony, Goregaon (E),
Mumbai, Maharashtra
Powai, Maharashtra
Raheja Info City, Thane, Navi Mumbai,
Maharashtra
Raheja Info City-II, Plot No. 2/1/C, Block D,
Trans-Thane Creek Industrial Area, MIDC,
Village Bonsari, Khukshet and Shirvane,
Opp. Juinagar Railway Station, Taluka
Thane, Navi Mumbai, Maharashtra
Kalwa Trans Creek Industrial Area, MIDC,
District Thane, Maharashtra
Dronagiri, Navi Mumbai, Maharashtra
Total

3-16

Product

Area
(in Ha)

IT/ITES

218

IT/ITES

13

IT/ITES

21

IT/ITES

13

IT/ITES

19

Multi Product

1224
1508

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
Table 3-6: Formally Approved SEZs in MMR
Sl.
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16

17
18
19
20
21
22
23
24
25
26

Developer/ SEZ
Zeus Infrastructure Pvt. Ltd.
Sinima Meadows Limited
(formerly Claridges Hotels Pvt.
Ltd.)
New Found Properties and
Leasing Private Limited
Mahindra Gesco Developers
Ltd.
Serene Properties Private
Limited
Gitanjali Gems Limted
Cornell Housing and
Infrastructure Private Limited
Lodha Developers Pvt. Ltd.
Dosti Enterprises
Maharashtra Industrial
Development Corporation
(MIDC)
Royal Palms India Private
Limited
Sanvo Resorts Private Limited
Uttam Galva Steels Limited
(UGSL)
Uttam Galva Steels Limited
(UGSL)
Navi Mumbai SEZ Private
Limited (Kalamboli BioTechnology Limited)
Navi Mumbai SEZ Private
Limited (Kalamboli Light
Engineering Division)
Navi Mumbai SEZ Private
Limited (Kalamboli
Pharmaceutical Division)
Reliance Infocom
Infrastructure Private Limited
RNA Builders
Ferrani Hotels Private Limited/
Ozone Developers
Sunny Vista Realtors Private
Ltd.
RNA Builders
Navi Mumbai SEZ Private
Limited
Navi Mumbai SEZ Private
Limited
Navi Mumbai SEZ Private
Limited
Modern India Property

Location
Village Kopri, Taluka Thane, District
Thane, Maharashtra
Chawk in Khalapur, Taluka of Raighad
District
Juinagar, Thane, Maharashtra
Village Owale, Ghodbunder Road,
Thane, Maharashtra
Airoli, District Thane, Maharashtra
Panvel Village, Chiravat, District Raighad,
Maharashtra
Khari Village, Thane District, Maharashtra
Thane, Maharashtra
Thane, Maharashtra
Airoli Software Park, District Thane,
Maharashtra
Survey No. 169, Aarey Milk Colony,
Goregaon (E), Mumbai
Near Panvel - Palaspephata Junction,
Maharashtra
Khopoli, Taluka Khalapur, District
Raighad, Maharashtra
Khopoli, Taluka Khalapur, District
Raighad, Maharashtra
Kalamboli - Navi Mumbai, Maharashtra
Kalamboli - Navi Mumbai, Maharashtra

Product

Area
(in Ha)

IT/ITES

54

Multi-Services

242

IT/ITE

21

Bio-technology

28

IT/ITES

14

Gems and
Jewellery

10

IT/ITES

41

IT/ITES
IT

32
45

IT/ITES

61

Gems and
Jewellery

10

IT/ITES

10

Biotechnology

11

IT/ITES

12

Bio Technology

64

Light Engineering

179

Pharmaceuticals

103

IT/ITES

18

IT/ITES

13

IT/ITES

28

Services

135

IT/ITES

50

IT/ITES SEZ -A

21

IT/ITES SEZ - B

38

IT/ITES SEZ -C

14

Electronic
Hardware,
Software incl.
IT/ITES

15

Kalamboli - Navi Mumbai, Maharashtra

Dhirubhai Ambani Knowledge City, Koper

Khairne, Navi Mumbai
Village Ghodbunder, Mira Road, Taluka
and District Thane
Mumbai, Maharashtra
Village Bhokarpada, Panvel, District
Raigarh, Maharashtra
Village Tivri and rajawadi, Taluka vasai,
District Thane, Maharashtra
Ulwe, Navi Mumbai, Maharashtra
Ulwe, Navi Mumbai, Maharashtra
Ulwe, Navi Mumbai, Maharashtra
Village Khalapur, Taluka Khopoli, District
Raigad, Maharashtra

Total

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

1269

3-17

TRANSFORM
Table 3-7: In Principle Approved SEZs in MMR
Sl. No.

Developer/ SEZ

Location

Product

Area (in
Ha)

Navi-Mumbai SEZ

City and Industrial

Development Corporation of
Maharashtra Ltd.

Multi-product

4377

Maha Mumbai SEZ

Gujarat
Positra
Infrastructural Ltd.

Multi-product

10000

M/s. Pan India Paryatan

Ltd.
M/s. Arihant Techno
Economic Park Pvt. Ltd.

Gorai-Manori Region, Mumbai,

Maharashtra
Bhiwandi, Mumbai
Maharashtra

Multi-product

1000

Textiles

107

Textile and Garment

162

Textiles

360

Multi product

2429

Multi services

180

Enginmeering

180

Multi product

2850

Multi-product

2429

Integrated Steel SEZ

100

Multi Product

1012

3
4

Port

Village Bhokari, Dohole and

Koshimbi Bhiwandi Taluka,
Thane District, Maharashtra
Village Posari Amboshi,
Chirad, Kumbhari, Sakorli,
Wadi, Karavali, District Thane,
Maharashtra
Raigarh, Maharashtra

Nirmal Realty Private

Limited

Lodha Dwellers Private

Limited

Indiabulls Infrastructure
Development Limited

Housing Development
Infrastructure Limited

Thane, Maharashtra

Quipo Infrastructure

10

Rewas Ports Limited

11

Indiabulls Builders Limited

Raigarh Maharashtra
Rewas, District Raigarh,
Maharashtra
Thane, Maharashtra

12

Uttam Galva Group through

Uttam Galva Steel Limited
(UGSL) & Uttam Power &
Steel Private Ltd. (UPSPL)

Khopoli, Taluka Khalapur,

District Raigad, Maharashtra

13

ISPAT Industries Limited

14

Veritas Infrastructure
Development Limited

15

Arshhiya Technologies
International Limited

Raigad District, Maharashtra

Village Shahbaez, Taluka
Alibag, District Raigad,
Maharashtra
Village SAI, Taluka - Panvel,
Maharashtra
Total

Biotech

50

FTWZ

68
25304

38.
In addition, infrastructure led growth centres are likely to emerge. A new port is planned at
Rewas close to the Maha Mumbai SEZ. They would complement each other in furthering the growth.
Similarly the second international airport being planned in Navi Mumbai would boost growth of
tourism and hospitality industry and also attract some office sector growth.
39.
Figure 3-23 to Figure 3-26 show the above discussed growth centres in MMR. It would be
seen that South Mumbai, as the single centre, would no longer dominate MMR. MMR would truly
become polycentric like many other large metropolitan cities. The transport projects and priority for
investment in them may have to be decided, keeping in view the need to foster such polycentric
development.

3.4.

EFFORTS TOWARDS TRANSFORMING MUMBAI

40.
The vision adopted for guiding the development of MMR is Transforming MMR into a worldclass metropolis with a vibrant economy and globally comparable quality of life for all its citizens.
Operationalising this vision has several dimensions: (a) Identifying or recognizing global functions
that MMR can perform; (b) Enabling or facilitating such functions to prosper in MMR in globally
competitive context; (c) Recognising that competitive advantage would accrue on account of both
3-18

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
good quality infrastructure with real estate (both for work and living) at competitive prices; and (d)
Recognising the significance of inclusive growth and making efforts to help the poor and the
disadvantaged.
The following summarizes the efforts being made in this direction:

41.
MMRDA has prepared a Business Plan 3 to translate the vision into multi-faceted action plan
that covers:
(a)
(b)
(c)
(d)
(e)
(f)

Economic growth of MMR;

Land, Real Estate and Housing;
Infrastructure Investment needs;
Resource mobilization for infrastructure;
Governance, and
Monitoring & Evaluation of outcomes.

42.
City Development Plans have been prepared for the urban agglomeration of Mumbai
(including Greater Mumbai, Thane, Kalyan-Dombivali, Navi Mumbai, Mira Bhayandar, Ulhasnagar,
Ambernath and Kulgaon-Badlapur). These plans project local vision, identify infrastructure needs,
define a reform agenda and present a Capital Investment Plan for the period up to 2013. City
Development Plans (CDPs) have been approved by Government of India under the JNNURM for
extending financial assistance.
43.
IT and ITES, Biotechnology and Financial Services have emerged as the economic activities
having global potential. SEZs described in the earlier section clearly bring out the dominance of IT
and ITES. The SEZ policy envisages Offshore Banking Units as eligible activity. SEZs approved so
far do not indicate presence of such units. However, Finance Ministry, Government of India has
explored the idea of making Greater Mumbai an International Finance Centre by appointing a highpower expert committee. The Committee has noted the potential of Greater Mumbai to provide
International Financial Services by becoming an International Financial Centre (IFC). The committee
has made recommendations with respect to the following
(a) The general macroeconomic environment in which an IFC operates and the policy framework that
affects its operations and credibility in the global financial system;
(b) The agenda for further financial system reform that needs to be carried through so that an IFC can
operate on a viable basis. Such reforms include changes that need to be made in: (a) financial regime
governance and regulation; (b) the development of missing or weak markets; (c) the development of
globally competitive institutions and financial firms; and (d) other policies concerning the financial system
and ensuring that its growing need for qualified human capital are met; and
(c) The agenda for urban infrastructure and governance in Greater Mumbai, particularly in the context of
making it a hospitable global city for a large and demanding expatriate population that will be
indispensable in the successful operation of an IFC.

44.
Whereas the areas of urban infrastructure and governance have been at the core of the
Business Plan that is likely to be adopted by MMRDA and Government of Maharashtra, the other two
areas are the domains of Government of India.
45.
Realising that the process of transforming MMR into a world class metropolis would require a
close collaboration between the Government and all the concerned stakeholders, a Citizens Action
Group (CAG) has been formed in 2004.

The findings of the Business Plan are contained in the Draft Final Report submitted in August, 2007

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

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TRANSFORM

Figure 3-27: Greater Mumbai Reaches for the Sky to Re-invent Itself

46.
Following the recommendation of the Task Force, Government has also constituted an
Empowered Committee, under the chairmanship of the Chief Secretary to Government of
Maharashtra, having representation from all public, private and NGO sectors.
47.
With a view to assist the Empowered Committee and the Citizens Action Group, Mumbai
Transformation Support Unit (MTSU) has been established in the All India Institute of Local Self
Government (AIILSG). Cities Alliance has extended financial assistance to MTSU for obtaining
specialist advice in :
(a) Housing;
(b) Governance;
(c) Economic Development;
(d) Physical Infrastructure;
(e) Strategic Planning and Finance; and
(f)

Social Infrastructure.

48.
The Mumbai Task Force (later transformed into the Empowered Committee) has been
formed to implement a major City Development Strategy.
and Business Plan have become two key documents for the MMRDA,
49.
The
Empowered Committee and CAG to pursue a long term agenda of transformation of MMR.

3.5.

SPATIAL DISTRIBUTION OF GROWTH

50.
The process followed in formulating transportation strategies is illustrated in Figure 3-28
Alternative population and employment scenarios have been developed to evaluate distinctively
different distribution options. In many ways, the MMR is divided in two main parts, Mumbai City or
Greater Mumbai and Rest of the Region (RoR). While Greater Mumbai is a unified and strong
municipality (MCGM), the RoR comprises many heterogeneous urban, semi-urban and rural areas
governed by a number of urban local bodies. Greater Mumbai being the mother city with historically
3-20

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
strong municipal services provides a much better and richer living environment than RoR. Most of
the shift to RoR is still limited to either residential accommodation or industrial areas with most of the
municipalities outside Greater Mumbai acting as dormitories or bedroom communities.
Nevertheless dispersal trends, though in their nascent stages, are observed (Table 3-3 and Table
3-4). Thus, the city of Mumbai remains the focus of the MMR. However the overall MMR could grow
in different ways depending on regional, state, national and international influences that are difficult
to forecast.
51.
For these reasons, it is necessary to conceptualise and analyse alternative future
demographic profiles of the region in terms of what proportional share Greater Mumbai might have of
the future population and employment levels. Four alternative growth scenarios with share of
population in Greater Mumbai ranging from 40% to 60% have been envisaged. Separately, four
Alternative Growth Scenarios with share of employment in Greater Mumbai ranging from 33% to
75% are defined. Further, it has been assumed that four population scenarios are independent of
four employment scenarios leading to 4X4 = 16 possible scenarios. Thus, a range of alternative
growth distributions of population and employment in the Greater Mumbai and RoR have been
considered in order to determine the sensitivity of the road and transit system networks, in terms of
both needs and priorities, to significantly different land development options or strategies. The
adopted population and employment distribution details are summarized in Table 3-8.
Table 3-8: Range of Population & Employment Levels (Million) for System Analysis
CLUSTERS
Island City
Western Suburbs
Eastern Suburbs
Total Greater Mumbai
Thane
Navi Mumbai/CIDCO
Mira Bhayandar
Kalyan Dombivali
Bhiwandi
Vasai-Virar
Pen-SEZ
Rural*
Total

POPULATION (IN MILLION)

2031
2031
2031
2031
2005
P1
P2
P3
P4
3.39
5.44
4.78
4.08
3.74
5.63
9.18
7.88
7.15
6.13
3.84
6.12
5.36
4.76
4.08
12.86 20.74
18.02
15.99
13.95
1.52
1.60
2.62
2.62
2.62
1.50
2.28
3.30
3.30
3.98
0.63
1.36
1.36
1.36
1.36
2.30
2.96
4.15
4.67
4.67
0.68
1.31
1.31
1.31
1.31
0.71
1.31
1.31
1.48
1.82
0.12
1.88
1.37
2.72
3.74
0.49
0.56
0.56
0.56
0.56
20.82 34.00
34.00
34.00
34.00

EMPLOYMENT (IN MILLION)

2031
2031
2031
2031
2005
E1
E2
E3
E4
2.26
4.03
3.62
2.84
2.05
2.30
4.80
4.15
3.08
1.93
1.14
2.15
1.93
1.44
1.11
5.69 10.98
9.70
7.35
5.10
0.39
0.72
0.99
1.33
1.49
0.59
1.00
1.21
1.75
2.23
0.15
0.26
0.25
0.39
0.50
0.48
0.74
0.94
1.35
1.40
0.21
0.43
0.43
0.45
0.45
0.16
0.24
0.41
0.72
0.91
0.02
0.85
1.28
1.86
3.12
0.07
0.08
0.09
0.11
0.11
7.76 15.30 15.30
15.30
15.30

* Alibag-Karjat-Khopoli
Source: Estimated.

52.
The range of options that are to be covered are further described in Chapter 6 and a
summary of some of the criteria used in developing the options are given below:
(a) An assumption that MCGM will have development primacy over the RoR and will predominantly attract
investments that generates a higher number of jobs and associated population increases. RoR will exhibit slower
rates of growth. Intensification will be directed to transportation nodes particularly at existing and proposed
railway and Metro stations;
(b) Assumptions that, development initiatives such as the proposed SEZs, creation of major transport infrastructure
in the form of second airport, a third sea port, extensions of expressways and major transit lines and the greater
availability of green-field land, will make RoR a more attractive and affordable option to accommodate a
significantly higher proportion of development and economic growth;
(c) Between these two extremes of intensification and dispersal of employment and residential growth, there could
, are very difficult to predict with any
be many possible alternative growth scenarios, which in
degree of confidence. Land development decisions for the MMR are likely to be driven by a number of factors
including, regional and local development plans and policies, availability and programming of services,
responding to major economic growth opportunities, fluctuations in local, national and global economies and
market competitiveness. A single future for MMR is not only difficult to predict, but to formulate a
comprehensive 25 year transportation strategy based on a single future would not be realistic nor would it best
serve the progressive and incremental development and investment decision process in the MMR; and
has been to evaluate several potential futures and to determine
(d) The approach adopted in the
strategies, projects and investment priorities that are fairly risk resilient to several potential futures. This is
important since most transportation investments are long term (50+year) decisions that will greatly influence the
SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-21

TRANSFORM
form and function of the urban area and deserve a careful and comprehensive scrutiny. If transportation
investments are also to be considered as part of broader urban economic/social development objectives, this
may complicate the planning and investment decision process. But on the positive side, good urban
transportation is now an acknowledged prerequisite of sustainable social and economic growth and these
broader benefits will require some level of recognition.

53.
Likely growth scenarios of Greater Mumbai and RoR leading towards either of the two
possible extreme possibilities are examined:
(a) MCGM will continue its primacy over its RoR and will attract investments that generate maximum number of jobs
and associated population increase. RoR will have least growth.
(b) On the other hand, the expected high end activities like proposed SEZs, establishment of less polluting
industries, creation of major transport infrastructure in the form of second airport, third sea port, extension of
expressway may take place in the RoR, where abundant land at comparatively cheaper rate is available. In this
case all the investments may get directed outside Greater Mumbai and the RoR will get all the benefit of
employment generation and associated population increase.

54.
Between these two extremes of intensification and dispersal of employment and residential
growth, there could be many possible scenarios, which are rather difficult to foresee. Added to this is
the uncertainty of transport and land use integration leading to future fuzziness in prediction.
55.
The analytical process involves a first level assessment of the sixteen options, which lead to
a short-listing of six options as shown diagrammatically in Figure 3-29. A second level screening
process of these six options led to the TAC selecting three options (P2E2, P3E3, and P3E4) that
formed the basis for formulating long term transport strategies for MMR. Intentionally, these
population and employment scenarios represent quite diverse land use or land development phasing
strategies. One of the key project evaluation criteria is how resilient or robust the individual project
needs are and justification related to each of the three scenarios. Those projects that are highly
resilient will have less implementation and viability risk to changing conditions. Those projects that
are less resilient will carry greater risks in terms of need, justification and financial viability.
56.
The population and employment for, 2016 and 2021 have been assessed for the three
growth scenarios. The derivations of these interim population and employment estimates have been
derived in consultation with MMRDA officials and advice from the TAC members.

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SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
Review of previous
Regional Plans
Review of Earlier
Studies
Envisioning Goals
and Objectives for
MMR

Development of
Alternative Growth
Scenarios

Technical Advisory Committee (TAC)

constituted by MMRDA for CTS

SWOT of MMR
Growth Objectives

Planning
Parameters

Criteria for
Evaluation

Spider Transport
Network

Evaluation of
Alternative Growth
Scenarios: First
Level Shortlisting

Travel Demand
Forecast
Network Analysis
using EMME

Planning
Parameters
Transport Network
for Horizon Year
2031

Evaluation of
Alternative Growth
Scenarios: Second
Level Shortlisting

Travel Demand
Forecast

Criteria for
Evaluation

Network Analysis
using EMME

Planning
Parameters

Criteria for
Evaluation

Transport Network
for Horizon Year
2031

Evaluation of Three
Shortlisted Growth
Scenarios

Travel Demand
Forecast
Network Analysis
using EMME

Transport Network N1

Transport Network N2

Transport Network N3

Resilient Transport Network for the Horizon Year 2031

Social Analysis

Long Term Transportation Strategy - 2031

Environmental
Analysis
Economic
Analysis
Financial
Analysis

Resilient Transport Network for 2021 and

Medium Term Transportation Strategy

Resilient Transport Network for 2016 and

Short Term Transportation Strategy

Preparation of few select area level

concept plans
Regional level corridors and ROW
fixations
Development of carriageway
configuration for highway system
Identification of multi-modal corridors
Identification of terminals
Preparation of cost estimates
Traffic management measures
Parking policy
Pedestrian policy
Prioritization of transport corridors for
the horizon year 2021
Institutional Changes
Mobilization of Resources

Figure 3-28: Alternate Growth Scenarios and Transportation Strategies

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

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TRANSFORM
2005 Pop. 20.8 Mil
2005 Emp. 7.8 Mil
Population P1

21 Mil
RoR 13 Mil

MCGM

Employment E1
MCGM 11.4 Mil
RoR - 3.9 Mil

2005

Employment E2

Employment
MCGM 5.7 Mil
RoR 2.1 Mil

MCGM 9.7 Mil

RoR 5.6 Mil

Employment E3
MCGM 7.2 Mil
RoR 8.1 Mil

Employment E4

5.1 Mil
RoR 10.2 Mil

MCGM

2005
Population
MCGM 12.9 Mil
RoR 7.9 Mil

Population P2

18 Mil
RoR 16 Mil

MCGM

Population P3

Population P4

16 Mil
RoR 18 Mil

MCGM 14 Mil

MCGM

RoR 20 Mil

P1-E1

P2-E1

P3-E1

P4-E1

P1-E2

P2-E2

P3-E2

P4-E2

P 1-E3

P2-E3

P 3-E3

P4-E3

P1-E4

P2-E4

P3-E4

P4-E4

1st Shortlisting

Six Options

2nd Shortlisting

Three Options

2031 Pop. 34.0 Mil

2031 Emp. 15.3 Mil

Figure 3-29: Population Employment Matrix: Short-Listed Scenarios

3.5.1.

LONG TERM TRANSPORTATION STRATEGY (LTS) -2031

57.
Urban transport plays a pivotal role in determining the liveability and quality of life in a region
like MMR. Further, other critical associated aspects that have bearing on the stature of a place
include economic competitiveness, institutional and governance mechanisms, the ability to realize
orderly and high quality development and to sustain and finance growth.
is focused
to be proactive rather than reactive in achieving these objectives, particularly in the absolute need to
increase the supply of available space for development, whether in greenfield areas or through a
sustainable increase in densities in existing built-up areas that are transit supportive.
58.
Many of the above described key elements form the corner stones in developing the long
term transportation strategy. Further the strategy should, if possible, have inbuilt flexibility, which is
critical for a region likely to undergo profound changes.
59.
A base conceptual transport network for horizon year 2031 and beyond is prepared keeping
in view the goals and objectives set for the future MMR. It is also based on the existing transport
network, planned highway, suburban rail, and metro corridors by various planning organizations,
extending the transport network into the greenfield areas and improving the connectivity to various
growing clusters beyond Greater Mumbai. The transport and land development concept plans should
promote integrated land use/transport planning and intensification of transport corridors (transport
driven development). Only after estimating travel demand on the conceptual transport networks for
all the three short-listed growth scenarios, the transport networks for the horizon year 2031 has been
selected, so that it largely accommodates all the three short-listed growth scenarios.
60.
The assessment of long term strategy is described in detail in Chapter 6, Long Term
Transportation Strategy for MMR.
3.5.2.

MEDIUM TERM TRANSPORTATION NETWORK - 2021

61.

Travel demand for the horizon year 2021 (Medium Term) is estimated following similar

3-24

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
procedure, as adopted for the horizon year 2031. The travel demand has been initially assigned to
the transport network proposed for 2031 and the networks are then modified to exclude linkages
where the flows are well below the established capacity criteria. This way the proposed transport
network for 2021 is established. In this process, some of the metro corridors which are proposed for
2031, but do not have the passenger loadings to justify a metro by 2021 are either proposed as
exclusive bus lanes (EBLs) on the nearest parallel highway corridors, or light rail or monorail
corridors, provided the capital and operating investments prove more viable.
62.
Evaluation of the network requirements for the three different development scenarios, yielded
slightly different proposals in respect of both transit and highway networks. The proposed
transportation network exhibited remarkable resiliency with regard to needs. However, the variances
are largely related to timing and incremental capacity demands. It is recommended that the
conceptual network for MMR can be used for establishing investment strategies and for future
planning of transportation corridors and land use in the MMR.
3.5.3.

SHORT TERM TRANSPORTATION NETWORK 2016

63.
The recommended transport network arrived for 2021 horizon year has been further studied
by assigning the travel demand for 2016 and identifying the network necessary for the horizon year
2016. The procedure adopted is the same as in case of 2021. Some of the corridors on which the
passenger flows are significantly low have been deferred beyond 2016 as some of them may be
needed in 2021 and the others by 2031. Chapter 7 of the report details out the Medium and Short
Term Strategies for MMR.

3.6.

POPULATION AND EMPLOYMENT FORECASTS

3.6.1.

SCALE AND SIZE

64.
The MMR, with a population of 19 Million (Census, 2001), is the sixth largest metropolitan
area in the world. Being the financial capital of India and the most prominent gateway to the country,
the economic well-being of the city is of critical importance for variety of strategic reasons. MMR has
witnessed major changes in the post-liberalisation era and it has emerged as a notable world city.
These developments have several dimensions. Important one amongst them being spatio-economic,
which forms the key element in any planning process.
65.
Within the next 25 years, MMR is expected to overtake Tokyo to become the largest urban
region in the world, in a country that is one of the fastest expanding global economies. Forecasts
made by various public agencies, involved in planning for the MMR have concluded that the
population level of the MMR is expected to be in the range of 33 million to 36 million by 2031. At the
time of study commencement, it was agreed with the TAC and the High Level Steering Committee,
that a median regional population forecast of 34 million by 2031, representing the long term
planning horizon, was a reasonable base for conducting
.

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-25

TRANSFORM
66.
The
spatial
growth
dynamics of the MMR over the
period 1971 to 2001 is
discussed in Chapter 1. In the
absence
of
a
regional
development plan that reflected
the 2005 to 2031 time frame of
, the consulting
team proposed a number of
future
socio:economic
assumptions
that
were
considered
as
being
reasonable,
desirable
and
attainable
to
proactively
achieve the goal of Vision 2004. Figure 3-30: Historical and Forecasted Population of MMR 1971 to 2031
Based
on
the
observed
population growth trends and the socio-economic assumptions, the population for the MMR has been
forecasted as presented in Figure 3-30.
3.6.2.

ANTICIPATED CHANGES IN SOCIO-ECONOMIC PARAMETERS FOR PERIOD 2005 TO 2031

Socio-Economic Factors and Transportation

there were considerable debates on the anticipated
67.
During the conduct of
socio-economic changes that could be experienced over the next 25 years, which would influence
both future land use patterns and transportation needs. These changes included the containment
and rehabilitation/redevelopment of slum areas, the continued reduction in household occupancy
rates, increase in employment participation rate (particularly for females), and increased office and
industrial employment, to improve overall income levels more in keeping with a stable modern urban
economy. These changes were discussed and rationalized at some length with the stakeholders in
the course of the study. And in the absence of other substantiated forecasts, an agreed set of future
socio:economic parameters have been adopted as being reasonable policy objectives that would
promote the transformation of MMR. Even if the tasks and challenges to achieve these changes may
be considered ambitious, the alternative of assuming continuation of the status-quo is also not likely
to transform MMR. On the contrary, continuing present trends would only lead to the decline in the
living and working standards of MMR residents as well as of the status of MMR, both nationally and
globally.
68.
Based on historical data for MMR and transportation trends in other large metropolitan
centres, it is known that the growth of urban travel is greatly affected by the changing social and
economic characteristics of the population and business environment of a region, and not simply by
the growth in the number of residents and employment.
69.

Increased urban motorized travel is evident when:

(a) Real incomes rise;

(b) Higher education levels are attained;
(c) People change jobs but not homes and vice versa, to increase incomes or to pursue career growth, even if this
increases their travel distance;
(d) Families try to locate houses near the education institutions of their children, even at the expense of increased
work travel by the parents;
(e) Smaller family formations of nuclear families, living independently; and
(f) Formal jobs in offices and industry replace lower paid informal work. It is known that office workers travel farther
than people working in shops. Also, people living in apartments travel farther and use motorized transport more
frequently than those living in slums. The travel characteristics of MMR are discussed in detail in Chapter 4.

70.
Considerable effort has been made to understand the current travel behaviour and
. This helps in more correctly predicting
socio:economic relationships, while undertaking
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SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
the future travel needs, as well as getting insights to the likely transportation investment plans, which
would promote positive changes in the socio:economic well-being of citizens of the MMR.
71.
The following summarizes some of the more important socio-economic changes assumed in
the study:
Housing assumptions:
72.
Over next 25 years, about 90% of the linear and less formal slums (Type 24) along
transportation corridors, waterways and in small disorganized areas would be relocated to more
regular housing (about 3.7million people or 35% of the slum population).
73.
During the same period, the population in the other slums (Type 1) would be reduced by 2025% (or about 1.4 million people). With both these assumptions, there would be an overall reduction
of 50% in the existing 2005 slum population. The base year slum population by traffic zones (where
slum relocations are assumed), have, however, not been reduced due to in-situ redevelopment or
rehabilitation of slum dwellings. In case both slum rehabilitation and market development occur on
the lands currently occupied by the slums at higher densities, then slum rehabilitation is likely to
densify urban areas.
74.
As is the trend across the world, the household size in MMR has been observed to be
declining over the last two decades (Table 3-9). It has, therefore, been assumed in
that this downward trend will continue over the next 25 years as shown in Table 3-10. The gradual
reduction in household size will place more pressures on the housing market in MMR, thus leading to
increased demand for more land for housing.
Table 3-9: Trend in Household Size: 1981-2001
Greater Mumbai
Bhiwandi
Ulhasnagar
Panvel

1981
5.07
5.91
5.71
5.08

1991
4.87
5.41
4.99
4.70

2001
4.74
5.42
4.77
4.35

Table 3-10: Estimated Change in Household Size:

2005-2031
Total MMR
Apartments
Ind. Homes
Chawls
Slum Type 1
Slum Type 2
Wadi

2005
4.4
4.2
4.8
4.4
4.6
4.7
5.0

2031 Est.
4.1
4.0
4.4
4.2
4.4
4.4
4.5

75.
It is presumed that planning and land use controls will be implemented, thereby containing
the slum population to about 4 million. it has further been assumed that a substantial percentage of
future population will be accommodated in apartments. This would mean that 76% of the population
will live in apartments of various types, as compared to the present 33%. As a result of this, there
would be a need to increase the supply of apartments for housing, from the existing 1.7 million units
to over 6 million apartments, at the regional level. This will place considerable pressure on both, the
need for densification of existing urban areas and the continued and accelerated greenfield
development beyond Greater Mumbai.
76.
The need to accommodate slum relocations/rehabilitations and an additional population of 13
million (21-34 million), is equivalent to planning for a new city of 19 million people.
77.
a.

The enormity of this number is exemplified by the fact that it is approximately equivalent to:
Existing population of MMR; or

Slum Type 2 refers to encroachment of public realm, especially transportation corridors. It also connotes comparatively worse in
terms of social amenities, hygiene and quality of services as compared to Slum Type 1.

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-27

TRANSFORM
b.

Existing population of Mexico city; or

c.

Existing population of Greater Seoul; or

d.

1.5 times the population of Greater London.

Employment Assumptions:
78.
A transformed MMR with a vibrant economy cannot be achieved or sustained with a declining
quality of the employment base that has been evident in the region over the last 10-15 years. When
a comparison is made between MMR and other equally important and economically successful
global cities, the lower levels of well-paid job opportunities are available to the employment seeking
population in MMR, is in stark contrast to cities like Shanghai, Bangkok and Mexico City. And yet
Mumbai is considered a difficult and expensive place to do business. Land, office and housing costs
are extraordinary high in multiples of 2 to 5 times the costs prevailing in developed and prosperous
cities.
79.
A comparative statement on prevailing Work Force Participation Rates (WFPR) in some of
the large cities of the world and some of the countries are presented in Table 3-11 and Table 3-12
respectively. A relatively low WFPR in the MMR is largely due to the low participation rate of females
in the workforce. An increase in the WFPR from 0.37 in 2005 to 0.45 over the next 25 years is
considered reasonable, based on the analysis of Table 3-10. This would mean an employment level
of 15.3 million in 2031, which indicates doubling of employment over 2005. The female employment
participation rate in the MMR is currently at 0.12 as compared to 0.56 of that of males. In order to
increase the overall participation rate to 0.45 and assuming a 5% increase in male participation the
female rate would have to increase to 0.28. This increase is considered both achievable and
desirable over the next 25 years particularly with greater number of female enrolment in schools. An
international comparison also supports this view. For instance, female employment in London
represents 48% of total employment and females are expected to surpass males in the next 10
years. In Tokyo, 60-70% of females in the 20-60 year age groups are working. The increased
participation of females in the workforce is considered an appropriate change that should be
accommodated in future planning and forecasting of land use needs and travel demands in the
MMR.
Table 3-11: Work Force Participation Rates in Various Cities of the World (2001)
Name of city
Bangkok
Shanghai
Mexico City
Bogota
Seoul
Sap Paulo
London
Frankfurt
Hong Kong
Tokyo
MMR 2005
Estimate for MMR (2031)

Work force participation rate

0.53
0.59
0.40
0.41
0.48
0.41
0.53
0.81
0.47
0.54
0.37
0.45

Source: 2001 Millennium Data Base, Australian Institute of Sustainability

Table 3-12: Work Force Participation Rates in Various Countries (2001)

Country
India
China
South Korea
Thailand
Mexico
Indonesia
Brazil
3-28

Population Labour Force Participation Agriculture % Industry

million
million
Rate
1095.0
496.0
0.45
60.0%
17.0%
1313.0
791.0
0.60
49.0%
22.0%
48.8
23.5
0.48
6.4%
26.4%
64.6
35.4
0.55
49.0%
14.0%
107.4
43.4
0.40
18.0%
23.0%
245.0
94.2
0.38
14.7%
30.6%
188.0
90.4
0.48
20.0%
14.0%

Services
23.0%
29.0%
67.2%
37.0%
58.0%
54.6%
66.0%

Ratio
lnd:Ser
0.74
0.76
0.39
0.38
0.40
0.56
0.21

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
Country
Argentina
Turkey
Taiwan
Japan
Germany
UK
Canada
Greece
Belgium
MMR 2031

Population Labour Force Participation Agriculture % Industry

million
million
Rate
39.9
15.3
0.38
10.5%
35.8%
70.4
26.4
0.38
35.9%
29.8%
23.0
10.6
0.46
6.0%
35.8%
127.0
66.4
0.52
4.6%
27.8%
82.4
43.3
0.53
2.8%
33.4%
60.6
30.7
0.51
1.5%
19.1%
33.0
16.3
0.49
1.5%
29.1%
10.7
4.7
0.44
6.2%
22.1%
23.0
10.6
0.46
1.3%
24.5%
0.45

Services
53.7%
58.5%
58.2%
66.7%
63.8%
75.9%
68.7%
71.7%
74.2%

Ratio
lnd:Ser
0.67
0.51
0.62
0.42
0.52
0.25
0.42
0.31
0.33
0.42

80.
The process of planning for future employment growth and land requirements is focused in
the targeted WFPR. The historical characterization of jobs, which has been either formal or informal,
or, in services or manufacturing sector as a professional, technical, skilled or unskilled worker, has
become very blurred in modern economies. The assumptions made in
on sectoral
distribution of employment by 2031 are presented in Figure 3-31 and a comparison of the same
between 2005 and 2031 is given in Table 3-13.

Figure 3-31: Building Types at Place of Employment Assumptions made for 2031

Table 3-13: Assumed Change in Employment Characteristics, 2005-2031

Sector/Industry
Office
Factory
Warehouse
Total Industry
Other Employment
Residential
Film Industry
Shop
Restaurant/Eating Place
Hotel
Entertainment/Tourism
Place of Education
Health Facility
Agriculture

Survey (2005)
31.0%
18.0%
1.4%
19.4%

Projected (2031)
42.0%
28.0%
1.5%
29.5%

12.1%
0.8%
14.6%
0.6%
1.2%
0.8%
2.0%
1.6%
0.7%

5.0%
0.5%
8.0%
0.5%
1.3%
0.8%
2.0%
1.5%
0.2%

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-29

TRANSFORM
Sector/Industry
Construction Site
Varies day to day
Others
Total Other Employment
Total Employment
Source: Estimated.

Survey (2005)
1.3%
8.4%
5.6%
49.6%
100.0%

Projected (2031)
1.5%
5.2%
2.0%
28.5%
100.0%

81.
Generally in transportation studies, work travel is considered as a single trip purpose. In
MMR it is determined that peoples job types and locations, whether they work in offices, factories,
shops, residences, etc, along with the travel distance to work, has a considerable influence on their
mode of travel. After careful analysis and scrutiny of the survey results, it has been decided that
travel to work should be separated as follows:
(a) Office work trips;
(b) Factory work trips; and
(c) Other types of employment work trips.

82.
Table 3-13 shows the policy shift in employment for the MMR adopted for
. In
reviewing these policy assumptions, some concerns were expressed regarding the ability of MMR
economy to reverse the slide in factory employment that has been largely attributed to the virtual
collapse of textile industry.
83.
Comparisons are often made between the aspirations of Greater Mumbai and the
spectacular successes of Shanghai. While both Shanghai and Greater Mumbai are the major
financial capitals of their countries, Shanghai has maintained an industrial/manufacturing
employment level of between 50-60% of its employment base, while sustaining a 10-12% per annum
economic growth over a 20 year period. Shanghais six pillar industries are:
(a)
(b)
(c)
(d)
(e)
(f)

Manufacturing of electronic and information products;

Automobile production;
Petrochemical and fine chemical processing;
Fine steel products manufacturing;
Production of complete plants; and
Bio-medicine.

84.
In order to sustain a population of 34 million and an employment of 15.3 million, the economy
of MMR needs to be more broadly based. It is therefore concluded, that industrial labour share of
30% of the future total employment is appropriate and reasonable for both land use need
assessments and for transportation planning5. Summary of adopted changes in socio-economic
factors for the period 2005-2031 are summarised in Table 3-14.
85.
The rapid, partly planned, and coordinated growth of MMR has enabled dispersal of its
population with more people moving from the city centres to its periphery. This dispersion has made
the cost of building and maintaining new infrastructure and transportation systems relatively
expensive. The traditional advantages of Mumbais urban form focused a long established, low cost,
rail based public transport system (high population density and a mixed land use development
pattern around stations) need to be further explored6. The cost to the travelling public in accessing
the rail stations far exceeds the cost of the rail fares which are very cheap.

The assumed reduction of employment in shops reflects the current and planned restructuring of the retail sector being
experienced in India.. These employment forecasts should be the subject of further review in conjunction with the preparation of
new Regional Development Plan. Further as with other forecasts made in
, the estimating criteria should be
continually monitored to detect changes in trends that might impact the needs and timing of infrastructure investments.
Environmental and social impacts of these trends (congestion, energy consumption, air pollution, and accidents) have
degenerated Mumbais quality of life and productivity. It is time to formulate new approaches to address Mumbais transportation
problems that are "Mumbai specific.

3-30

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

TRANSFORM
Table 3-14: Summary of Adopted Changes (2005-2031) in Socio:Economic factors
2005
Population 20.8 million

41.3% living in slums

1,505,000 apartments

4.42 persons/household
Employment 7.8 million

Employment participation rate 0.37

2.3 million working in offices

1 .5 million working in industries

56% employed in formal sector

40% walk to work

2031 Projected
Population 34.0 million

14% living in slums

6,400,000 apartments

3.90 persons/household
Employment 15.3 million

Employment participation rate 0.45

6.4 million working in offices

4.5 million working in industries

70-80% employed in formal sector

25-30% walk to work

86.
A fundamental principle adopted in the
is that, in the absence of well defined
transport and land development policies that will achieve the transforming objectives.
3.6.3.

SUPPLY OF DEVELOPABLE REAL ESTATE

87.
A critical objective of the
transportation plan is to support both
intensification and green field
development so that transportation
constraints are not seen as an
impediment or deterrent to land
development and/or institutional
change. A reasonable transportation
objective would be to promote a
reduction in the land component of
development values or costs by
increasing the supply of both land
and air right or FSI building capacity
and thereby, and hopefully, limit
speculation or inflation due to supply
shortages. It is not unusual for
urban centres to plan for and to
maintain a 10 year supply of
available ready to go commercial,
industrial and residential land or
density for development. This is
done with the intention of controlling
property
inflation,
limiting
speculation and being able to
respond to employment generating
or economic growth opportunities
that are either present or are
created. Often in a global economy,
securing these opportunities are
critically dependant on the short
term
availability
of
suitable
developable land, as compared to
other
competing
national
or Figure 3-32: Potential Development Areas
international locations.
88.
The forecasting of the changes that can be expected in the socio-economic fabric of MMR,
presents a considerable challenge. Changes are taking place rapidly and are profound. The MMR is
going to be one of the largest urban regions in the world. Further, the dynamics of growth of MMR in
SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

3-31

TRANSFORM
particular and region in general, require great perception and thought. The directions and thresholds
of growth, in terms of scale, size of the population, economy and social aspects and their very
dynamics have to be captured in the planning parameters which form the base in forecasting the
travel demand. In a rapidly changing environment, it was not considered appropriate to have one
vision for the potential development of MMR. After great deliberations with the
stakeholders it was decided that the study should consider several futures. For these futures or
scenarios, the planning parameters were evolved and analysis was made. The key controlling
parameters were a 2031 population for the MMR of 34 million and an employment level of 15.3
million. This extensive outlook and intensive proposed analytical framework would have some
limitations, which
did not address.

3-32

SOCIAL, ECONOMIC AND GROWTH PROFILE-TRENDS AND PROSPECTS

4.

PROFILING TRANSPORTATION SCENARIO

Comphenesive Transportation Study for MMR (2005),

, has been initiated 25 years after the last
study. No comprehensive database was available to form input to this study. Therefore, creating a comprehensive
data base on land use, travel patterns, transport network and systems and socio-economic information was vital to
analysing existing traffic and travel characteristics in MMR. Extensive primary sureveys were conducted besides
assimilation of secondary data/information. The Chapter with the inputs of analytical data presents the travel
characteristics in MMR. Specifically, the discussion focuses on results and findings of analyses including internal
travel pattern and demand, external travel pattern and demand, terminal studies, road network and public transport
networks, operational aspects public transport systems followed by workplace survey analysis.

4.1.

DIMENSIONS

1.
Profiling the base line of transportation system includes several dimensions. Documentation
of these helps in appreciating present scenario which is fundamental to any way forward. These
dimensions of base line transportation scenario presented in the ensuing sections conver all major
aspects viz. network, internal and external travel patterns, traffic and travel characteristics,
operational aspects of public transportation systems. The profiling of the scenario is largely based on
the extensive surveys and analysis undertaken.

4.2.

NETWORK INVENTORY

Mapping
2.
Although several major studies are conducted in Greater Mumbai and in MMR, the search
revealed that no detailed maps are available. Since good map is the key starting point for an
assignment of this nature, a major effort is made to develop the same. The process adopted is
presented in Figure 4-1.
3.
(a)
(b)
(c)

The maps available and/or made available were:

Regional road network map of MMR;
Existing Land Use maps/ Development Plans of Municipal Councils and Municipal Corporations within MMR; and
City Maps of Greater Mumbai and Navi Mumbai.

4.
These hardcopy maps were scanned and then geo-referenced using AutoCAD map
software. For this purpose Ground Control Points (GCP) are established. These GCPs are
essentially identifiable landmarks like junctions of main roads, railway lines, railway stations, water
bodies, etc. Latitude-Longitude co-ordinates of these points are obtained physically by a Global
Positioning System (GPS) handset. These are then downloaded in an AutoCAD map drawing file.
The same locations are identified in the scanned maps. Then the maps are then geo-referenced and
orthorectified upon these GCPs by the process of rubber sheeting in AutoCAD map. Decimal Degree
units are used in CAD for geo-referencing the map in geographic (Latitude-Longitude) co-ordinates.
5.
Then digitisation of all the above-mentioned maps is carried out. During this process all road
centrelines are digitised and the land use (from existing land use maps) is specified. This map is then
further improved by using the following satellite imageries:
LISS-3 Images

Type: Composite Multi-Spectral Image (Colour) of 5.8m Pan Image + 27m Liss
Image
Source: Obtained by MSRDC from NRSA
Dated: 20-04-02 Scale 1:25,000
Extent: Approx. 40% of MMR

PROFILING TRANSPORTATION SCENARIO

4-1

TRANSFORM
PAN Images

Earthsat
Images

Type: 5.8 M Resolution Pan Image (B&W).

Source: Obtained by MSRDC from NRSA
Dated: 5-06-99 Scale 1:12,500
Extent: Approx. 60% of MMR
15m to 30m Resolution True Colour Image
Source: www.Terraserver.com
Dated: 1-01-99
Extent: Approx. 100% of MMR
Existing Land use Maps
(Scanned)

Geo-Referencing

Digitisation of Road Network

Identifying GCPs in Base

Map

Obtaining Geocoordinates by GPS

Correction

Verification with Satellite

Images

Selective Ground
Verification with GPS
Topology Creation & Data
Entry

Map Projection in relevant

Co-ordinate system

Overlay of TAZ Map & Road

Network Map

Database Attachment

Final Map of Surveyed Road

Network

Figure 4-1: Flow chart showing methodology of road network mapping effort for MMR

6.
After completing digitisation the processes of Map Cleaning and Topology Creation were
carried out. This creates an Attribute table in .dbf format linked to each feature (point, line, polygon)
of the map. Nodes are also created at the respective locations. Then the node numbers for each
node of the surveyed road network is recorded in the corresponding cell of the attached attribute
table. After completing the above process, the maps are exported into ESRI Shapefile format. These
maps are then opened in the Arc GIS software, and projected in the correct Map Projection.

4-2

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
7.
All the maps for this project are prepared using the World Geodetic System of 1984 (i.e.
WGS84) datum 1, since even the GPS measurements are based on this datum. The co-ordinate
system2 used for this is the Universal Transverse Mercator (UTM).
Co-ordinate system parameters:
(a)
(b)

Projection: UTM (Zone: 43)

Units: Meters

8.
The resultant map of surveyed road network now has an attribute table having link numbers
and node numbers. The road inventory database is attached to this map using the unique
identification number of the respective links. The Traffic Analysis Zone (TAZ) map layer is also
superimposed upon the road network map in overlay mode to create the final digital map.
Network Data Analysis:
9.
Area wise surveyed road network details are presented in Table 4-1. The total length of road
network surveyed is about 2,320 km. The proportion of surveyed road length in Greater Mumbai is
about 34%.
10.
Regional Level Analysis: Analysis is done by categorization of surveyed road network in
terms of physical characteristics such as no. of lanes, observed RoW, pavement condition and
divided/ undivided carriageway. Some of these details are graphically presented in Figure 4-2.
11.
Lane Configuration: It is observed that 16.6% of the road length is of single lane to
intermediate lane and 37.1% is of two lane carriageway configurations. Four-lane divided, six-lane
and eight-lane & above carriage way configurations are about 8%, 15% and 8% respectively.
Table 4-1: Area wise Surveyed Road Network Length
Surveyed Network Length (Km)

Greater Mumbai

Region / Area Name

787

33.9

Navi Mumbai

130

5.6

Panvel

38

1.6

Region East of Panvel

32

1.4

95

4.1

Kalamboli-Kharghar-Taloje
Uran

104

4.5

Pen Alibag

191

8.2

Vasai-Virar

113

4.9

Mira-Bhayandar

65

2.8

Thane

96

4.1

150

6.5

Kalyan Dombivli U/A

Bhiwandi-Nizampur

93

4.0

Region North of Bhiwandi (Rural)

149

6.4

Ambernath-Badlapur-Ulhasnagar

138

5.9

Karjat-Khopoli-Matheran

138

5.9

Total

2321

100

12.
Observed Right of Way (RoW): It is being observed that 37% of the network length has
RoW in the range of 0-15 m, 45% of the network length has RoW in the range of 15-30 m and only
18% of the network length has RoW greater than 30 m.

A Datum is a mathematical representation of the shape of the earths surface. A datum is defined by a spheroid, which
approximates the shape of the earth and the spheroids position relative to the center of the earth.
2
Coordinate system specifies the datum and map projection

PROFILING TRANSPORTATION SCENARIO

4-3

TRANSFORM
13.
Pavement Condition: It is observed that the pavement is in good condition for 37% of length
and for 45% of the length the pavement condition is satisfactory. The pavement condition is
observed to be poor in 18% of the length.
14.
Divided / Undivided carriageway: About 34% of the surveyed road network length is having
divided carriageway and balalce 66% is of undivided carriageway.

(%)

Categorisation of Roads by Lane Configuration

100
90
80
70
60
50
40
30
20
10
0

37.1
16.6

Single and
Intermediate
Lane

12.2

Two Lane
Undivided

Three Lane
and above
Undvided

Two Lane
Divided

Cate gorisation of Roads by ROW Range

ROW (> 30 )
18%

8.1

3.2

Four Lane
Divided

15.0

Six Lane
Divided

7.9
Eight Lane
Divided and
above

Categoris ation of Roads by Divide d or

Undivided
Po or
23 %

ROW (0 - 15m)
3 7%

Goo d
3 9%

Sat isfact ory

3 8%

ROW (15 3 0m)

45%

Figure 4-2: Road Network Inventory Analysis MMR Level

15.
A comparison of road network inventory analysis at Greater Mumbai level, Rest of MMR and
MMR level is presented in Table 4-2. Greater Mumbai, being major Municipal Corporation in the
MMR with high concentration of population and employment is having relatively better road system
compared to rest of the region.
Table 4-2: Road Network Inventory Analysis Greater Mumbai, Rest of MMR and MMR
Parameter

Categorisation of Roads by
No. of Lanes

Categorisation of Roads by
ROW Range

Categorisation of Roads by
Pavement Condition
Categorisation of Roads by
Divided or Undivided

4-4

Description
Single and Intermediate Lane
Two Lane Undivided
Three Lane and above Undvided
Two Lane Divided
Four Lane Divided
Six Lane Divided
Eight Lane Divided and above
Total
ROW (0 - 15m)
ROW (15 - 30m)
ROW (> 30)
Total
Good
Satisfactory
Poor
Total
Divided
Undivided
Total

Greater Mumbai
1.7
26.7
21.8
7.9
12.2
19.1
10.7
100.0
25.0
54.0
21.0
100
47.0
37.0
16.0
100
50.0
50.0
100

Rest of MMR
24.2
42.3
7.3
0.8
6.0
12.9
6.5
100.0
44.0
40.0
16.0
100.0
35.0
39.0
26.0
100
26.0
74.0
100

MMR
16.6
37.1
12.2
3.2
8.1
15.0
7.9
100.0
37.0
45.0
18.0
100
39.0
38.0
23.0
100
34.0
66.0
100

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
4.2.1. EXISTING ROAD NETWORK SCENARIO IN MMR
16.
The urban transport network is linear in a North-South direction along the peninsula. Three
urban arterial roads (Western Express Highway, Eastern Express Highway and Sion-Panvel
Highway) are the backbones of MMRs road transport system. Cross road links are less developed.
The streets in most part of Mumbai city are old and narrow, and their capacity is seriously reduced by
lack of appropriate management of traffic and parking.
17.
MMR road network3 comprises Expressways, National Highways, State Highways, Major
District Roads, other District Roads and Village Roads. The village settlements are largely served by
the road network and state road bus transport services. According to the MMRDAs estimates, the
total road length as on 31-3-1998 was 7003.5 km. Out of this National Highways, State Highways
and Major District Roads comprise 942.87 km.
4.2.2. EXISTING SUB- URBAN R AIL NETWORK SCENARIO IN MMR
18.
The history of transit in Mumbai and history of railways in
India are tied together.4 Indian Railways, the national intercity
passenger and freight operator of India continues to operate and
maintain the Mumbai Transit System, as a non-core activity.
19.
The MMR is served by two of Indias 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 towards Ahmedabad
and Delhi. The Central Railway runs from CST, Mumbai (Chhatrapati Shivaji Terminus) station
situated very close to Churchgate in Island City and serves large part of central India to the east of
Mumbai. Within the MMR both railways carry a combination of sub-urban, long distance and freight
traffic.
20.
The total sub-urban rail route network in the MMR is nearly 400 km (280 km of Central
Railway and 120 km of Western Railway). The MMR has a total of 100 sub-urban stations (23 on
Western Railway and 77 on Central Railway). Geographical location of stations, distance between
the stations, etc. have been compiled from various secondary data sources. Sub-urban rail network
within MMR is presented in Figure 4-3.
The Western Railway:
21.
Western Railway (WR) sub-urban operation extends from Churchgate to Dhahanu Road, 124
km to the north from Churchgate. Between Churchgate and Virar (60km) there are two pairs of lines
for long distance and local trains. Recently, a fifth line (single track) has been introduced between
Borivali and Mumbai Central (30km). In addition there is additional pair of lines between Andheri and
Khar Road, which connects the Central Railway at Matunga and Harbour Line at Vadala Road.
Beyond Virar till Dahanu Road (64km) 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
3

The appreciation of road network characteristics is important in preparation of transport network for travel demand modeling, to
assess existing capacity level of the roads, to identify the constraints, if any, and to assess the potential for improvement/
upgradation of road network to cater to increasing demands of traffic movement. Road transport network for the base year (2005)
has been developed from road network inventory surveys.
4
Just thirteen years after the first train of India was flagged off from CST to Thane 153 years ago, the first suburban operation
started between Virar and Back bay in 1867 (near Churchgate of today). For these deeply historical reasons, unlike any other city of
India, the MMR has greatly benefited by having a very mature and efficient rail based transit system developed, operated and
maintained by Indian Railways for more than 140 years.

PROFILING TRANSPORTATION SCENARIO

4-5

TRANSFORM
provided. Within Mumbai region few long distance trains do stop at Dadar, Bandra, Andheri, Borivali
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 a both long distance and fast sub-urban trains. Beyond Virar, all the
trains share the available double track.
The Central Railway:
22.
Central Railway (CR) sub-urban services extend from Mumbai CST station as far as
Kotputari (136 km) and Khopoli (115 km) on north-east and south-east respectively which are
common corridors 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 Sandhurst
Road as Harbour line. Beyond Kalyan, it is a pair of line only till Kotputari and Khopoli on north-east
and south-east respectively for both long distance and sub-urban trains. In all, CR within the Mumbai
region has 47 sub-urban / long distance stations/terminii. On Central Railway long distance
passenger trains terminate at Mumbai CST or at Kurla terminal. In each case, separate platform and
associated facilities are provided for long distance trains. Between Mumbai CST and Kalyan, few
long distance trains do stop at Dadar, Kurla, Ghatkopar, and Kalyan. Generally, a pair of lines is
reserved for slow sub-urban services which stop at all stations. The through lines are used by a both
long distance and fast sub-urban trains. Beyond Kalyan the available double track is shared by all.
There is a pair of line (double track) between Thane and Vashi (Central Railway) via Ghansoli with 4
stations (Airoli, Ghansoli, Koparkairane and Turbhe) in between for sub-urban passenger traffic.
The Harbour Line:
23.
The Harbour Line sub-urban services extends from Mumbai CST/ Masjid station as far as
Panvel (46km) on a pair of line (double track) along the east side of Island City to Raoli Junction
where the line splits. One branch runs north-west to join the Western Railway main line at Bandra
and further continues till Andheri, where as other line continuing northwards to Kurla, where a
connection is made with Central Railway main line, before turning east to serve Mankhurd, and cross
Thane creek to provide access the Navi Mumbai area till Panvel. Between Mumbai CST and Vadala
Road the line is exclusively used for sub-urban traffic however, north of Vadala the lines are shared
with freight traffic to and from Mumbai docks.
24.
In addition to the lines radiating from Mumbai lines is also a single track connection between
Vasai Road on the Western Railway main line and Diva/Dombivli 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.
There is no sub-urban rail service on Diva Panvel section via Kalamboli.
4.2.3. MAJOR CORRIDORS OF MOVEMENT IN MMR
25.
Mumbai as noted earlier is chracterised by its linear urban form. The transport system, like in
other cities defined the regions urban structure. The major corridors (both that of road and rail) in
Greater Mumbai and MMR are shown in Figure 4-4 and Figure 4-5 respectively.

4-6

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Figure 4-3: Sub-urban Rail Network in MMR

PROFILING TRANSPORTATION SCENARIO

4-7

TRANSFORM

Figure 4-4: Major Transport Corridors in Greater Mumbai

4-8

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Figure 4-5: Major Transport Corridors in MMR

PROFILING TRANSPORTATION SCENARIO

4-9

TRANSFORM
4.3.

INTERNAL TRAVEL PATTERN

26.
The internal travel pattern within MMR is quantified through analysis of various primary
surveys, which includes home interview surveys, classified traffic volume count and origin-destination
studies at inner cordon/sub-regional cordon locations, classified traffic volume count surveys at midblocks/level crossings and sub-urban rail passenger surveys. Further, analysis of IPT surveys,
pedestrian count surveys and parking surveys are also presented. Besides, to understand the speed
profiles on various major corridors of the study area, Journey Speed studies are carried out and the
analysis is presented. For developing volume-delay functions and turn penalty functions which
formed an important input for network analysis, separate studies is carried out and analysis is
presented.
4.3.1. HIS D ATA ANALYSIS
27.
As mentioned in Chapter 2, the HIS covered a total sample of 66,000 households in the
MMR constituting 278,715 persons. The survey comprised the following:
(a) Out of total, personal data for about 275,120 adults and school going children is collected5;
(b) The extended personal data for about 174,709 of these is collected related to their normal travel habits; and
(c) Out of the above, specific travel details in terms of trips performed on a normal working day is collected from
151,491 individuals.

28.
Therefore, in all, a database of about 330,899 trips performed for various purposes and by
various modes is gathered and provided inputs for analyzing several travel characertstics and
understanding travel behaviour in the MMR. They include trip rates, mode choices, trip puposes,
and lengths, trips by occupation and income, expenditure on transport, time of day journeys, and
origin destination patterns.
Trip Rates:
29.

The salient findings include:

(a) It is estimated 6 that 20.8 million people in the MMR perform nearly 34.3 million trips every day for all types of
purposes and by modes recorded in the survey. This equals to an average Per Capita Trip Rate (PCTR) of about
1.65 per day. In terms of person-km, this amounts to total travel of about 250 million-km per day;
(b) By excluding the walk trips which are generally short in length, the PCTR is estimated to be 0.65 per day; and
(c) The demand for mechanized travel varies across the MMR ( Figure 4-6). Some of the smaller but highly
urbanized municipalities, including Island City, show higher than average trip rate. On the other hand,
predominanty rural parts of the MMR have relatively less average trip rates.

Marginal difference between total number of occupants and personal data collected is due to the fact that children below 3 years of
age were not interviewed.
6
Estimated of population in 2005..

4-10

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Rural Raigadh
Alibag

PCTR of MMR: 0.65

Municipal Corporation/ Municipal Council

Pen
Bhiwandi
Rural Thane
Ulhasnagar
CIDCO Region
Matheran
Khopoli
Ambernath
Mira Bhayander
Badlapur
Kalyan Dombivali
Eastern Suburbs
Thane
Western Suburbs
Nallasopara/ Virar
Navi Mum bai
Karjat
Vasai/ N. Manikpur
Panvel
Island City

0.0

0.2

0.4

0.6

0.8

1.0

1.2

Motorised Per Capita Trip Rate/day

Note: PCTR for Greater Mumbai municipal corporation has been shown separately for Island City, Western and Eastern Suburbs

Figure 4-6: Mechanised (Motorised) Trip Rates in Different Municipalities

Mode Choice:
30.
HIS analysis indicates that, the phenomenon of multi-modal trips (utilisting more than one
mode for a single trip) is high in the study area. It is observed that it is particularly true for trips which
involve train as primary or main mode, and to a lesser extent, bus as the primary or main mode. The
term access mode is used for the modes which act as a connector to the main or primary mode of
travel. For classifying a trip by particular mode in multi-modal trip, a rule based criteria has been
used i.e. choosing one particular mode and consider it as main mode. For example, if a multimodal
trip is walk/auto/taxi/bus/car/two wheeler-train-walk/auto/taxi/bus/car/ two wheeler then the trip is
classified as trip by train. Similarly, if a multimodal trip is walk/auto/taxi/car/two wheeler-buswalk/auto/taxi/bus/car/ two wheeler then the trip is classified as trip by bus. The trips by car, twowheeler observed were mostly by single mode. The salient findings based on main mode trips are as
follows:
(a) Majority in the MMR (about 60%) walk7 for various purposes and the rest use other modes -train, bus or auto
rickshaws. A marginal (less than 6%), use other type of private mode of transport;
(b) Local trains are the major mode of transportation amongst mechanized modes in the MMR with 50% of people
8
use ;
9
(c) Over 23% use bus as their main mode of transportation and an appreciable number of journeys are made by
10
Rickshaws , cars and two wheelers as well;

Delhi had a total share of 44% walk trips in early 1990s (as reported in Household Travel Surveys in Delhi, 1994, RITES).

It has been reported in Dalvi (2000) that local train enjoyed a share of 58% in 1996.

It must be mentioned here that actual share of buses is higher as buses are also used as an access mode to reach local railway
stations. Analysis presented here is limited to main mode of transportation. Further analysis related to access and egress modes
will be presented later in the chapter.
10

Rickshaw refers to a motorized three wheeled vehicle used as an intermediated public transport mode. Its operation is mostly as
a hail and hire kind of operation although occasionally, it also operates on semi-fixed routes as maxi-cabs.

PROFILING TRANSPORTATION SCENARIO

4-11

TRANSFORM
(d) Mode share by number of trips is presented in Figure 4-7. It is important to mention that, while calculating the
share of public transport (train and bus), only main mode trips by train and bus were considered. By including
bus trips as access/egress mode, the public transport trips were estimated to be over 73%; and
(e) In terms of person-km, the share of walk is only 7% as most of the trips performed are of very short trip length.
Mode share in terms of person-km for mechanized modes only is presented in Figure 4-8.
80%

60%

50%

79%

70%

50%

Mode Share

Mode Share

60%
40%

30%
23%

50%
40%
30%

20%
9%

10%

20%
7%

7%

3%

0%
Train

Bus

Taxi/
Two W heeler
Rickshaw

Car

10%

10%

3%
Cycle

Train

Bus

Taxi/
Rickshaw

Mode

1%

Two W heeler

Car

Cycle

Mode

Figure 4-7: Mode Share by No. of Trips No Walk

31.

5%

3%

0%

Figure 4-8: Mode Share by Person*km No Walk

The mode choice analysed for various travel purposes revealed the following:
(a) Work: Over 40% of workers in the MMR reach their work places on foot. Amongst mechanised modes of
travel ( Figure 4-9), local trains continue to be important mode of transportation with over 60% of people
using it. Another 17% use bus as their main mode of transportation. An appreciable share of journeys is
also made by Rickshaws and two wheelers. It is important to note the importance of two wheelers as a
mode of commuting. The share of two-wheeler is almost double that of Rickshaw.
(b) Education: Most education related trips are performed by walk (72.5%). Rest is distributed widely among
various public and intermediated public transport modes. Mode-split for education trips without walk is
presented in Figure 4-10. Bus and train share equal load while chartered buses and rickshaws also carry
appreciable amounts.
70%

61%

60%

60%

50%

50%

Mode Share

Mode Share

70%

40%
30%
17%

20%

8%

10%

4%

4%

3%

3%

Car

Chart.
Bus

0%
Trai n

Bus

Two Rick s haw Cy cl e

Wheeler

40%
30%

30%

30%

10%
0.3%
Tax i

2%

32.

3%

0%
Train

Bus

Two Rickshaw Cycle

Wheeler

Mode

Figure 4-9: Mode Split for Work Trips

18%

16%

20%

1%
Car

0.2%
Chart.
Bus

Taxi

Mode

Figure 4-10: Mode Split for Education Trips

The mode choice analysed by employment revealed the following:

Figure 4-11 presents modal split for commuters of the MMR for various kinds of employment such as full
time, part time, self-employed or on daily wages. It is seen that all except full-time employed depend mostly
on walk. Among these, self employed commuters dependence on walk is relatively higher while part time
and daily wage workers have a moderate share of train and bus ranging between 10 to 20%.
(b) On the other hand, full time workers depend more on public transport modes such as buses and trains. Their
dependence on walk, although appreciable, is least among all modes. As was seen in previous chapter, most
important (in terms of share of overall labor force) as full time employment and self employed. However, it
may be noticed that both these groups have very different, distinct and unique mode split.
(a)

4-12

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Part Time Workers

90%

90%

80%

80%

70%
60%
50%
40%

43%
36%

30%

Mode Share

Mode Share

Full Time Workers

70%

64%

60%
50%
40%
30%

20%

13%

10%

4%

2%

1%

Taxi/Rick

TW

9%

10%

0%
NM T

22%

20%

Car

Bus

Train

NMT

Mode

80%

Taxi/Rick

TW

1%
Car

Bus

Train

Daily Wage Earners

90%

80%

80%

Mode Share

70%

Mode Share

2%

Mode

Self Employed
90%

2%

0%

60%
50%
40%
30%
20%

73%

70%
60%
50%
40%
30%
17%

20%

10%

5%

1%

2%

3%

C ar

Bus

8%

10%

0%

2%

2%

1%

Taxi/Rick

TW

Car

0%
NMT

Taxi/R ick

TW

Train

NMT

Mode

6%
Bus

Train

Mode

Figure 4-11: Variation in Mode Split by Type of Employment

33.
Variations in mode split by sub-groups based land use of the place they go to work were also
analysed. Variation of mode split for full time employees by type of land use of the place they go to
are presented in Figure 4-12.
Factory

90%

90%

80%

80%

70%
60%

55%

50%
40%
30%
20%

20%

10%

Mode Share

Mode Share

Office

16%
2%

5%

Taxi/Rick

TW

50%

47%

40%

34%

30%
13%

10%

2%
Car

60%

20%
2%

3%

1%

Taxi/Rick

TW

Car

0%

0%
NMT

70%

Bus

NMT

Train

90%

90%

80%

80%

70%
59%

50%
40%
26%

30%

Mode Share

Mode Share

60%

Train

Residential

Shop
70%

Bus

Mode

Mode

60%

60%

50%
40%
27%

30%
20%

20%
10%

2%

4%

0%
NMT

Taxi/Rick

TW

8%

Car

9%

10%

1%

2%

2%

0%

Taxi/Rick

TW

Car

0%
Bus

Train

Mode

NMT

Bus

Train

Mode

Figure 4-12: Variation in Mode Split for Full Time Employees by Type of Land use of the Place they Go To

34.
The mode choice by vehicle ownership indicates that, while vehicular ownership is increasing
rapidly, majority is still captive to public transport modes. To analyse in detail these patterns, mode
split is estimated separately for three categories of population, namely:
(a) Households who do not own or use any kind of vehicle;
(b) Households who have at least one two wheeler but no car; and
PROFILING TRANSPORTATION SCENARIO

4-13

TRANSFORM
(c) Households who have at least one car (with or without two-wheeler).

35.
For each of the above categories, mode split is estimated for five purposes viz, home based
work, home based education (school and higher studies separately), home based shopping, home
based others and non home based. Most profound effect of vehicular ownership is on work trips and
variation in mode-split is presented in Figure 4-13. For population with no vehicles, more than 90%
of trips are made by walk and public transport. This drops to about 50% for population who own at
least one two wheeler and 40% of work trips by them are made by two wheelers they own. Further,
for car owners, nearly 50% of trips are made by cars and two wheelers. Share of public transport
mode and walk drops to less than 45%. Effect of vehicle ownership is understandable. What is to be
noted here is the fact that almost 30% of trips are made by public transport even for people who own
vehicles, which shows that public transport modes compete well with auto modes despite their
service deficiencies. Similar phenomenon is observed with non-home based trips ( Figure 4-14).
School trips show a different phenomenon with lesser degree of variation. While most of school trips
are on foot for zero vehicle households. The mode-split details are presented in Figure 4-15.
No Ve hicle owne d

No Ve hicle ow ned

No Vehicle owne d

3%

Scooter

Cycle

Walk

Ch. Bus

5%

2%

11%

13%

Walk

2%

Ch. Bus

0%

Figure 4-14: Variation in Mode Split

for Non Home Based Trips (by
vehicular ownership)

7%

2%

10%

Walk

2%

Ch. Bus

1%

Cycle

20%
6%
Car

Walk

2%

51%

Scooter

90%
80%
70%
60%
50%
40%
30%
20%
10%
0%

22%
7%

Ch. Bus

Bus

5%

63%

Car

Walk

2%
Ch. Bus

Rick.

9%

Rick.

Cycle

Train

2%

4%
Rick.

Walk

Rick.

Ch. Bus

Bus

4%

2%

Car Owne rs

14%

12%

5%

Rick.

Cycle

Train
Train

12%

Bus

6%

36%

Scooter

90%
80%
70%
60%
50%
40%
30%
20%
10%
0%

Car

3%
Walk

Train

Bus

Cycle

Scoot er

0%

2%

Ch. Bus

7%

Rick.

1 5%

Car

1%

Train

Scooter

2%

1%

Cycle

Ch. Bu s

2 1%

Figure 4-13: Variation in Mode

Split for Work Trips (by vehicular
ownership)

36.

0%

Ca r Owners

41%

10%

0%

Tw o Whee ler Owne rs

90%
80%
70%
60%
50%
40%
30%
20%
10%
0%

31%

Ca r Owners
50%
45%
40%
35%
30%
25%
20%
15%
10%
5%
0%

1%

37%

Scoot er

3%
Walk

2%
Rick.

Train

Bu s

Scooter

Car

Cycle

1%

23%

90%
80%
70%
60%
50%
40%
30%
20%
10%
0%

Car

2 4%

0%

5%

0%

Two Whe ele r Owners

40%

6%

9%

Rick.

2%

Bus

2%

Train

1%
Car

10%

Walk

Ch . Bus

Rick.

Train

Bus

20%

20%

2%

Bus

30%

3%

2%
Cycle

2%
S cooter

1%

Bus

40%

11%

Train

50%

83%

Cycle

58%

60%

Two W he e le r Owners
50%
45%
40%
35%
30%
25%
20%
15%
10%
5%
0%

90%
80%
70%
60%
50%
40%
30%
20%
10%
0%

Scoot er

37%

70%

Car

43%

Car

50%
45%
40%
35%
30%
25%
20%
15%
10%
5%
0%

Figure 4-15: Variation in Mode Split

for School Trips (by vehicular
ownership)

The mode choice by household income indicate that,

(a) Variation of mode-choice for work trips by household income ( Figure 4-16) reveals that the income of the
household has a profound effect on the mode choice for going to work. It is noteworthy that the share of bus
remains static with increasing income. Also interesting to note is the rise in train usage with rising income (except
last income bracket of very rich households).
(b) Over 90% of the households do not own any kind of vehicle. For this reason, analysis is repeated for households
segregated by vehicle ownership and the details are presented in Figure 4-17 to Figure 4-19.

4-14

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
100%

100%

TRAIN
28%

90%

27%
34%

80%
70%

Mode Share

12%

60%

37%

39%

41%

28%

36%

34%

10%
0%
13%

2%

1%

50%

13%

13%

1%

13%

BUS

14%

3%
7%

40%
30%

18%

60%
53%

CAR

41%

13%
14%
14%

50%

16%

49%
43%

Upto 1500

1501-3000

3001-5000

5001-10000

10001-20000

20001-30000

30001-40000

Figure 4-17: Variation in Mode Split with Household

Income for Households with No Vehicles Owned

80%

8%

22%

7%

21%

25%

31%

80%

3%

29%
39%

40%

41%

2WH

32%

23%

25%

10%

10%

39%
10%

70%

BU S

11%
34%
47%

25%

10%

10%

60%

44%

31%

TR AIN

8%

7%

20%

90%
32%

Mode Share

27%

Mode Share

WALK

24%

100%
19%

90%

16%

TR A

8%

BU

14%

60%

27%

12%

50%
43%

29%

40%

CAR

49%

51%

68%

27%

30%

30%

RIC K
33%

37%

20%
24%

10%

22%

24%

20%

21%

Upto 1500

1501-3000

3001-5000

5001-10000

10001-20000

20001-30000

35%

WALK

0%
30001-40000

10%

Figure 4-18: Variation in Mode Split with Household

Income for Households with One or More Two
Wheelers (no cars)

26%
17%

17%

14%

11%

0%
Upto 1500

Household Income in INR/month

37.

38%

Hou seh old In come in INR/month

100%

20%

2 WH
C AR
R IC K

60%
54%

0%

5001-10000 10001-20000 20001-30000 30001-40000

Figure 4-16: Variation in Mode Split with Household

Income

50%

B US

20%

Household Income in INR/mon th

70%

48%

10%

19%

0%
3001-5000

47%

10%

60%

20%

WALK
1501-3000

12%

T RAIN

42%

29%

25%

Upto 1500

70%

30%

RI CK

35%

10%

38%

40%

Two Wh.

48%

20%

27%

80%

Mode Share

90%

1501- 3000

3001- 5000

5001-10000

10001-20000

20001-30000

6%

RIC
WA

30001-40000

Household Income in INR/month

Figure 4-19: Variation in Mode Split with Household

Income for Households with One or More Cars (no
or some two wheelers)

Mode choice variations in the MMR indicate that,

(a) One of the determinants of choice of mode is the total set of modes available to the commuter. If public transport
modes are highly accessible, they are more likely to be used. To anlyse this trend, share of public transport
modes (rail and bus) and private modes is plotted on the region map by super zone and the details are shown in
Figure 4-20. Few obvious trends such as higher share near high transport service areas and also higher share
with increasing distance. Further, it can also be seen that share drops in areas with higher job density such as
south Mumbai and Andheri and Thane. Areas having low jobs but higher residential densities like Vasai-Virar
and Kalyan-Dombivali show maximum use of rail as they depend of far-flung areas for employment.
(b) Figure 4-21 showing modal share of buses in carrying employees to work places in the morning peak period,
further confirms trends observed in the earlier figure depictiting rail share. Areas which are ill-served by rail
(either due to inaccessibility or low frequency of rail services) show correpondingly higher usage of buses.
Northern Navi Mumbai and other interior areas show these trends.
(c) Figure 4-22 presents the mode split for specific movements between seven different subregions of MMR. The
mode with highest share for each combination has been highlighted. It can be seen that mode choice for all
these combinations are distinctly different.

PROFILING TRANSPORTATION SCENARIO

4-15

TRANSFORM

Figure 4-20: Rail Share by Areas (Morning Peak

Period Work Purpose)

Figure 4-21: Bus Share by areas (Morning Peak Period

Work Purpose)

To
Island

Western Sub

Central Sub

Thane

CIDCO

Kalyan

VasaiVirar

Rural

Island

Western
Sub

Central
Sub

From

Thane

CIDCO

Kaly an

VasaiVirar

Rural

Walk Train Bus Two Wheeler Car IPT

Figure 4-22: Mode Split by Sub-Regional Movements

4-16

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
38.
Analysis on the mode used to reach the rail/bus station as the access mode and the mode
used to reach the final destination from the station where passenger alights as egress mode is
carried out separately as their characteristics are entirely different compared to main mode.
39.
Table 4-3 presents the share of rail demand in different parts of the region distributed by kind
of access modes used to reach/leave railway stations. Two thirds of train travellers walk to/from
railway stations. Out of rest of the travellers, 20% use bus and 10% use auto-rickshaw. About 5% of
the travellers use other different combinations involving chartered buses, two wheelers, taxi and
cars. Amongst various areas in the MMR, suburbs use buses to the maximum whereas region
outside Greater Mumbai uses auto-rickshaw to the maximum.
Table 4-3: Access Modes to Railway Stations
Modes
Walk at both ends
Bus at either/ both end
Auto Rickshaw at either/ both ends
Chartered Bus
Other Combinations
Total

Island City
(% )
82
13
2
2
1
100

Suburbs (% )

RoR (% )

MMR (% )

61
26
9
1
3
100

63
15
14
2
5
100

65
20
10
1
4
100

40.
Table 4-4 presents the share of bus demand in different parts of the MMR distributed by kind
of access modes used to reach/ leave bus stops. Predominance of walk mode is even more in case
of bus demand. Nearly absolute demand is access/egressed by walk in Island. It must be noted
here that appreciable percentage of demand (nearly 10%) is accessed by non-walk modes (mostly
auto-rickshaw) in case of region outside Greater Mumbai.
Table 4-4: Access Modes to Bus Stops
Modes
Walk at both ends
Bus at either/ both end
Auto Rickshaw at either/ both ends
Chartered Bus
Combinations
Total

Island (% )
99
0
0
0
0
100

Suburbs (% )
97
0
2
1
0
100

RoR (% )
91
0
7
1
1
100

MMR (% )
96
0
3
1
0
100

Trip Purpose:
41.
Most of the travel as shown in Figure 4-23 is limited to three main purposes, all hinged to
home end i.e., going from home to work, home to place of education or home to some other place.
Very few non-home based trips have been reported. Across various kinds of house types11, share of
non-home based trips remains unchanged. The share of work and education changes slightly with
more people working in apartments as compared to slums and chawls. This increases share of
home-based education trips in slums and chawls. Purpose split by sub-regional movements is
presented in Figure 4-24.

11

Types recorded in the survey included apartment, independent house, chawl, chawl type slums, other slums and wadis. Not much
sample has been captured for independent houses and wadis.

PROFILING TRANSPORTATION SCENARIO

4-17

TRANSFORM
To
Island

Western Sub

Central Sub

Thane

CIDC O

Kalya n

VasaiVirar

Rural

Island

We ste rn
Sub

Central
Sub

From

Tha ne

CIDCO

Kalyan

6 0.0%
5 0.0%

46%

Sha re

Vasa iVira r

4 0.0%

3 2%

3 0.0%

21%

Rura l

2 0.0%
1 0.0%

1%

0.0%
Home B ased Work

Home Bas ed Ed ucation Home Bas ed Oth ers

Legend:

Non-Home b ased

Trip Purpose

Home Based Work, Home Based Education,

Home Based Others, Non Home Based

Figure 4-23: Distribution by Trip Purpose

Figure 4-24: Purpose Split by Sub-Regional Movements

Trip Length:

30%

30%

25%

25%

20%

20%

Trips %

Trips %

42.
Trip lengh was not asked from the interviewees of the survey as it is hard to judge. Instead,
trip times were sought12. Following sections analyse trip length for various purpose of trips from all
these sources. Information available in the Usual Travel Data section is expanded using expansion
factors based on zonal expansion factors. This is then analysed with respect to responses given to
the question eliciting usual time taken to reach the place of work or education. A total of 6.33 million
work trips and 4.40 million education trips were analysed and plotted against time taken by them.
Figure 4-25 and Figure 4-26 depict the trip length frequency distribution for work and education trips
respectively. The work trip travel are highly distributed with average trip length of 31 minutes,
whereas the education trips are short with an average trip length of 19 minutes.

15%

15%

10%

10%

5%

5%

0%

0%

Trip Length (in minutes)

Figure 4-25: Trip Length Frequency Distribution for

Work Trips (With Walk)

Trip Length (in minutes)

Figure 4-26: Trip Length Frequency Distribution for

Education Trips ( With Walk)

43.
Mode wise trip length (distance in km) distribution for various modes is presented in Figure
4-27. It can be inferred that, walk and cycle trips are very short trip length, whereas train trips are
long trip lengths.
12

This was asked in the section seeking Usual Travel Habits as well as in the main section dealing with trips details of a particular
day. Further, a third source of trip length, and the most accurate one is from the network.

4-18

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Figure 4-27: Mode wise Trip Length (distance in km) Frequency Distribution

Distribution of Trips by Occupation and Income:

44.
Distribution of trips by occupation is shown in Figure 4-28. Three quarters of the travel
demand is from employed people including fully employed, part time workers, self employed workers
and those working on daily wages. Second largest share is from students. Trip rates by occupation
with and without walk are presented in Figure 4-29. In terms of overall trip rates, employed persons
(all types) and students make most of the travel. Amongst mechanized modes, fully employed
people make trips at much higher rate than any other form of employment such as part time, self or
daily wages.
2.50
61%

2%

1%

1%

0.50
1%

1%

0%

0%

1.7

1.7
1.3

1.4

0.45
0.3
0.09
0.5
0.05
0.3
0.08
0.2
0.03

9%

1.00

0.43

10%

22%

0.52

20%

1.50

0.71

40%

Without Walk

2.0

Trip Rate

Trips %

50%
30%

With Walk

2.00

60%

1.26

70%

Occupation
Occupation

Figure 4-28: Distribution of Trips by Occupation

PROFILING TRANSPORTATION SCENARIO

Figure 4-29: Trip Rates by Occupation

4-19

TRANSFORM
45.
Figure 4-30 represents distribution of trips by income of household. The distribution is
driven more by how the population of the MMR is divided by income categories rather than the trips
made by them. Trip rates by household income are shown in Figure 4-31. Trip rate increases with
increasing income. On the whole, trip rate ranges between 1 trip per person per day in the lowest
income category to 1.35 trips per person per day in the highest income category. On the other hand,
non-walk trip increases sharply with increasing income from 0.35 trips per person per day at the
lowest income category to 1.08 trips per person per day in the highest income category.
1.5

1.35

40%
34%

1.11

15%

5%

7%

1.22

1.24
1.08

1%

0%

30,00140,000

40,00150,000

0.75
0.60
0.51

0.5

6%

2%

0.85

0.88

0.40

0.36

0.31

0%

No Walk

20%
10%

1.22

22%

25%

1.19

1.0

27%

Trip Rate

Trips %

30%

1.22

Incl Walk

35%

1.17

0%
Up to 1501- 3001- 5001- 10001- 20001- 30001- 40001- Above
1500 3000 5000 10000 20000 30000 40000 50000 50000

0
0-1,500

Household Income (INR/month)

1,5013,000

3,0015,000

5,00110,000

10,00120,000

20,00130,000

Household Income (INR/month)

Figure 4-30: Distribution of Trips by Household

Income

50,001
and
More

Figure 4-31: Trip Rate and Household Income

Expenditure on Transport:
46.
On an average, a commuter in MMR spends about INR 600 per month on transport. When
average expenditure is plotted against total personal income, it can be inferred that, expenditure
rises with rising income. This is shown in Figure 4-32. Figure 4-33 shows how mode influences
expenditure on transport. Firstly, average expenditure on transport by commuters using different
modes shows that users of two wheelers spend about 50% more than the most prevalent modes of
transport i.e., trains and buses. Secondly, car users spend about 150% more than that spent on
most prevalent mode.
47.
Figure 4-34 presents variation of expenditure on transport by commuters using different
modes and belonging to different income groups. All across different income groups, it is observed
that relative expenditure by commuters using different modes remains almost same (with minor
changes in higher income groups). It must be noted here that while expenditure on car and autorickshaw increases rapidly with increasing income, similar rise in case of public transport modes
such as buses and trains is much slower.
1200
1 138
1000

1 006
892

800

600

400

417
324

200
133

180

Exp end iture on Tran sport (INR p er

p erson per month

Expenditure on Tr ansport (I NR per

per son per month

1200

1034
1000

800

600

593
520
455

400

405

389

360

326

200

0
Upto 1500

1501-3000

3001-5000

5001-10000

10001-20000 20001-30000 30001-40000

Income Level (I NR per person per month)

Figure 4-32: Expenditure on Transport (INR per

person per month) vs Income Level (INR Per person
per month)

4-20

Mode

Figure 4-33: Average Expenditure on Transport by Main

Mode (INR per person per month)

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Expenditure on Transport (INR
per person per month

1600

Car

1400
1200

Auto

1000

Two Wheeler

800

Train
600

Bus

400

200
0
Upto 1500

1501-3000

3001-5000

5001-10000

10001-20000

20001-30000

30001-40000

Income Level (INR per person per month)

Figure 4-34: Mode wise Expenditure on Transport by Different Income Groups (INR per person per month)

Time of the day of Journey:

48.
Figure 4-35 presents distribution of workers by hour of the day they leave (or return) for/from
work. Most people (about 60%) leave home between 8:00am to 10:00am. On the other hand,
returns to home journeys are spread over a longer six hour period of 5:00pm to 11:00pm. This is
closely related to work habits of workers in service sector.
49.
Figure 4-36 presents distribution of school trips by hour of the day the students leave (or
return) for/from work. As distinct from work journeys, two separate peaks occur for school journeys.
Early morning, between 7:00 to 8:00am, about 40% of journeys to school start. Return trips for these
journeys are performed between 12:00noon and 1:00pm. At the same time, another peak of
journeys to schools occurs with 25% of trips. Return trips for these journeys are performed between
5:00pm and 6:00pm. Also distinct from work journeys, peaks of school trips are sharper for onward
as well as return journeys.
30%

45.0%
40.0%

25%

Trips %

Home to Work

Return from Work

Home to School

35.0%
30.0%

20%

Return from School

25.0%
15%

20.0%
15.0%

10%

10.0%
5%

5.0%
0.0%

0%
1

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Time of the Day of Journeys

Figure 4-35: Time of the Day of Journeys to Work

(and back)

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Time of the Day of Journeys

Figure 4-36: Time of the Day of Journeys to School

(and back)

Origin-Destination Pattern:
50.
The MMR is divided into seven sub-regions and travel patterns revealed in the HIS are
summarised as an OD matrix of 7x7 cells. Figure 4-37 and Figure 4-38 provide percentage breakup of the total travel demand in the form of an O-D matrix including and excluding walk trips
respectively. Nearly 60% of travel demand is within Greater Mumbai. Since Greater Mumbai houses
similar share of population, it is a consistent pattern. This trend is similar in travel demand including
PROFILING TRANSPORTATION SCENARIO

4-21

TRANSFORM
as well as excluding walk. Overall, nearly 90% of the total travel demand (including walk) is limited
within the sub-region while rest of the 10% is across sub-regions. Major share of this demand to/from
Greater Mumbai from Thane, Kalyan Complex Notified Area (KCNA), Vasai Virar Notified Area
(VVNA) and Navi Mumbai. On the other hand, if only motorized travel demand is considered, share
of demand across sub-regions increases from 10% to about 20%. This is despite the fact that
Greater Mumbai still maintains its 60% share consistent with the population. The increase is mostly
due the demand to/from Greater Mumbai from Thane, KCNA, VVNA and Navi Mumbai with
corresponding decrease of demand within the sub-regions of Thane, KCNA and VVNA.

0.2%

0.7%

0.3%

6.8%

6 - Kalyan Area

1.1%

0.3%

0.6%

0.6%

0.2%

7 - Vasai/Virar
8 - Rural Area

0.7%
0.1%

1.2%
0.1%

0.1%
0.1%

12.3%
0.4%

3.9%
0.2%
7 - Vasai/Virar

6 - Kalyan Area

5 - CIDCO Area

4 - Thane

3 - Central

2 - Western

1 - Island

9 - Alibag/Pen

Figure 4-37: Two-way Inter-regional OD Matrix

(including Walk)

0.7%

1.8%

3.4%

5 - CIDCO Area

1.2%

0.5%

1.7%

0.6%

6 - Kalyan Area

2.4%

0.7%

1.4%

1.3%

0.5%

7 - Vasai/Virar

1.6%

3.0%

0.2%

0.1%

0.1%

0.1%

2.0%

0.1%

0.1%

0.1%

0.1%

0.2%

0.6%

0.4%

2.4%
0.1%

0.5%

8 - Rural Area
9 - Alibag/Pen

8.3%

5.3%
5.7%

2.4%
0.1%

0.5%
9 - Alibag/Pen

0.5%

1.7%

8 - Rural Area

5 - CIDCO Area

3.6%

4 - Thane

7 - Vasai/Virar

6.2%

6 - Kalyan Area

0.8%

5 - CIDCO Area

13.0%

0.3%

4 - Thane

1.8%

0.7%

19.5%

6.9%

3 - Central

3.0%

4 - Thane

10.2%

3 - Central

2 - Western

3 - Central

12.7%

2 - Western

1 - Island

22.2%

1 - Island

9 - Alibag/Pen

2 - Western

14.1%
4.4%

8 - Rural Area

1 - Island

Figure 4-38: Two-way Inter-regional OD Matrix

(excluding Walk)

51.
Mode wise travel patterns are presented in Figure 4-39 to Figure 4-44. Majority of the travel
desires are by sub-urban trains while majority of the bus trips and IPT trips are oriented to sub-urban
railway stations and inter-city rail/bus terminals. Most of the walk trips are highly localized and intrazonal.

Figure 4-39: Rail Trips 2005

(Trips > 1000)

4-22

Figure 4-40: Bus Trips 2005

(Trips > 1000)

Figure 4-41: Car Trips 2005

(Trips > 300)

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Note: Circles represent intrazonal trips

Figure 4-42: Two Wheeler Trips 2005

(Trips > 300)

Figure 4-43: IPT Trips 2005

(Trips > 300)

Figure 4-44: Walk Trips 2005

(Trips > 2500)

4.3.2. TRAFFIC VOLUME AND TRAVEL P ATTERNS

52.
Brief description of the survey locations, classified traffic volume counts and OD data
collected at the survey stations are analyzed and pictorial representation of results are presented in
Annexure 4-1. In the following sections, the discussion is related to traffic flows at sub-regional
cordons, travel patterns in terms of occupancy, trip frequency, trip purpose, trip length, desire lines
separately for passenger vehicles (excluding bus), bus and goods vehicles. In addition, traffic
analysis carried out based on screen line points, inner cordon locations, railway level crossings, midblock locations are presented subsequently.
Traffic Flows at Sub-regional Cordons:
53.
Daily traffic flow observed at sub-regional cordon locations (in vehicles) and traffic
composition is presented in Table 4-5 and in Figure 4-45 and Figure 4-46 respectively.
Table 4-5: Daily Traffic Flows and Composition at Sub-regional Cordon Locations
Location Name
LBS Marg: Mulund Toll Plaza
EEH: Toll Plaza near Laxmi Nagar
Airoli Toll Plaza
Vashi Toll Plaza
Gorai Uttan Road: Near Raigaon village
NH-8: Near Dahisar Toll Plaza
SH-42: Near TMC Boundary
NH4: Shil Phata
Old NH-3: Near Kasheli Bridge
Bhiwandi Bypass Toll Booth
SH-42: Near Kashimira Police Post
SH-40: Near Katai Railway Crossing
MSH-4: Near Targhar
SH-54: Near Vadghar
NH-4: Near Bhingari Police Post
SH-35: Near Badlapur
SH-40:Gandhari Bridge
SH-40: Near Bhayapada Village
SH-83: Near Chinchotu Police Post
SH-83: Near Rasayani

PROFILING TRANSPORTATION SCENARIO

Location ID
SRC 1-2: 01
SRC 1-2: 02
SRC 1-3: 01
SRC 1-3: 02
SRC 1-5: 01
SRC 1-5: 02
SRC 2-3: 01
SRC 2-3: 02
SRC 2-4: 01
SRC 2-4: 02
SRC 2-5: 01
SRC 3-4: 01
SRC 3-6: 01
SRC 3-6: 02
SRC 3-7: 01
SRC 4-7: 01
SRC 4-7: 02
SRC 5-7: 01
SRC 5-:7 02
SRC 6-7: 01

Daily Traffic
(veh.) (PCUs)
40,153 33,254
60,872 69,073
46,892 55,127
83,039 1,29,223
2,081
2,274
87,067 90,284
45,877 67,813
31,102 51,289
25,713 39,292
49,938 77,381
34,133 59,457
22,634 36,112
13,855 24,621
12,602 11,519
36,308 48,489
1,338
1,732
3,000
3,696
5,738
9,304
6,184 13,023
7,374
7,835

Bus Goods Cars 2-W Others

(%)
(%)
(%)
(%)
(%)
4.21
4.33 16.60 44.23
30.63
1.78
14.47 46.42 32.18
5.15
3.50
16.11 39.31 35.23
5.85
8.40
25.30 42.10 16.70
7.5
6.87
10.96 27.01 32.96
22.2
3.61
11.62 26.91 28.16
29.7
5.05
34.89 14.66 25.11
20.29
7.65
36.85 14.98 18.11
22.41
3.54
39.41 18.09 20.22
18.74
3.27
34.57 33.30 23.45
5.41
4.64
40.88 31.23 19.81
3.44
6.37
32.45 28.17 23.79
9.22
3.05
44.22 26.65 22.11
3.97
2.66
8.45 10.53 33.49
44.87
7.73
20.87 21.95 22.41
27.04
1.20
28.62 25.93 29.37
14.88
2.10
20.27 14.77 28.20
34.66
3.36
36.56 16.92 23.86
19.3
0.86
65.17 14.80 11.14
8.03
3.55
16.75 9.00 40.09
30.61

4-23

TRANSFORM
54.

Based on the analysis, the following observations are made:

(a) Maximum traffic flow/day occurs across Dahisar toll plaza (87,000+) followed by Vashi Toll Plaza (83,000+);
(b) High composition of private vehicle traffic (Car & two wheeler) has been observed at Toll plaza on EEH, near
Laxmi Nagar (78.6%);
(c) High composition of bus traffic has been observed at Vashi toll plaza (8.4%); and
(d) High composition of commercial vehicle traffic has been observed at Chinchotu Police Post on SH-83 (65.2%).
100000
90000

Daily traffic (vehicles)

80000
70000
60000
50000
40000
30000
20000
10000

SH-83: Near Rasayani

SH-40: Near Bhayapada Village

SH-83: Near Chinchotu Police Post

SH-35: Near Badlapur

SH-40:Gandhari Bridge

NH-4: Near Bhingari Police Post

MSH-4: Near Targhar

SH-54: Near Vadghar

SH-40: Near Katai Railway Crossing

Bhiwandi Bypass Toll Booth

SH-42: Near Kashmira Police Post

NH4: Shil Phata

Old NH-3: Near Kashela Bridge

SH-42: Near TMC Boundary

NH-8: Near Dahisar Toll Booth

Vashi Toll Plaza

Gorai Uttan Road: Near Raigaon village

Airoli Toll Plaza

Mulund Toll Plaza

EEH: Toll Booth near Laxmi nagar

Figure 4-45: Daily Traffic Flow (veh.) at Sub-region Cordon Locations

70

60

Traffic Composition (%)

50

40

30

20

10

Bus (%)

Goods (%)

Cars (%)

2-W (%)

SRC 6-7: 01

SRC 5-:7 02

SRC 5-7: 01

SRC 4-7: 02

SRC 4-7: 01

SRC 3-7: 01

SRC 3-6: 02

SRC 3-6: 01

SRC 3-4: 01

SRC 2-5: 01

SRC 2-4: 02

SRC 2-4: 01

SRC 2-3: 02

SRC 2-3: 01

SRC 1-5: 02

SRC 1-5: 01

SRC 1-3: 02

SRC 1-3: 01

SRC 1-2: 02

SRC 1-2: 01

Others (%)

Figure 4-46: Traffic Composition at Sub-region Cordon Locations

55.
Morning and evening peak hour traffic details observed at sub-regional cordon locations are
presented in Table 4-6 and Table 4-7 respectively. The peak hours vary from location to location.
Morning peak hour traffic (vehicle) in terms of daily traffic range from 2.9% to 8.2% and the average
is 6.5%. Evening peak hour traffic (vehicle) in terms of daily traffic range from 4% to 10.6% and the
average is 7.4%. In general, it can be observed that the flows are spread through the day and there
are no distinct peaking characteristics.

4-24

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Table 4-6: Morning Peak Hour Traffic Details at Sub-regional Cordon Locations
Morning Peak Hour Details
Location ID

Start
Time

Mulund Toll Plaza

SRC 1-2: 01

11:00

12:00

3089

2340

Peak Hour
Veh. Traffic (% of
daily)
7.7

EEH: Toll Plaza near Laxmi Nagar

SRC 1-2: 02

9:00

10:00

3978

3793

6.5

Airoli Toll Plaza

SRC 1-3: 01

8:45

9:45

3859

4022

8.2

Vashi Toll Plaza

Gorai Uttan Road: Near Raigaon village

SRC 1-3: 02
SRC 1-5: 01

8:30
10:00

9:30
11:00

4328
166

6704
194

5.2
8.0

NH-8: Near Dahisar Toll Plaza

SH-42: Near TMC Boundary
NH4: Shil Phata
Old NH-3: Near Kasheli Bridge
Bhiwandi Bypass Toll Booth
SH-42: Near Kashimira Police Post
SH-40: Near Katai Rly. Crossing
MSH-4: Near Targhar

SRC 1-5: 02
SRC 2-3: 01
SRC 2-3: 02
SRC 2-4: 01
SRC 2-4: 02
SRC 2-5: 01
SRC 3-4: 01
SRC 3-6: 01

11:45
11:45
9:15
8:45
11:45
11:00
0:30
11:45

12:45
12:45
10:15
9:45
12:45
12:00
1:30
12:45

5083
3088
1858
1553
3103
1877
1030
802

5591
3494
2946
2309
4529
2956
2334
1545

5.8
6.7
6.0
6.0
6.2
5.5
4.6
5.8

SH-54: Near Vadghar

NH-4: Near Bhingari Police Post
SH-35: Near Badlapur

SRC 3-6: 02
SRC 3-7: 01
SRC 4-7: 01

9:00
3:30
11:30

10:00
4:30
12:30

1029
1038
109

975
2400
128

8.2
2.9
8.1

SH-40:Gandhari Bridge
SH-40: Near Bhayapada Village
SH-83: Near Chinchotu Police Post
SH-83: Near Rasayani

SRC 4-7: 02
SRC 5-7: 01
SRC 5-:7 02
SRC 6-7: 01

10:45
10:00
8:45
8:15

11:45
11:00
9:45
9:15

191
431
376
596

239
637
860
525

6.4
7.5
6.1
8.1

Location Name

End
Time

Peak Hour
(Vehicle)

Peak Hour
(PCU)

Table 4-7: Evening Peak Hour Traffic Details at Sub-regional Cordon Locations
Evening Peak Details
Location Name

Location ID

Start
Time

End
Time

Peak Hour
(Vehicle)

Peak Hour
(PCU)

Peak Hour
Veh. Traffic
(% of daily)

Mulund Toll Plaza

SRC 1-2: 01

17:45

18:45

2689

2398

6.7

EEH: Toll Plaza near Laxmi Nagar

SRC 1-2: 02

19:30

20:30

4852

4738

8.0

Airoli Toll Plaza

SRC 1-3: 01

18:15

19:15

3227

3531

6.9

Vashi Toll Plaza

Gorai Uttan Road: Near Raigaon village

SRC 1-3: 02
SRC 1-5: 01

19:30
18:00

20:30
19:00

5818
221

8313
217

7.0
10.6

NH-8: Near Dahisar Toll Plaza

SH-42: Near TMC Boundary
NH4: Shil Phata
Old NH-3: Near Kasheli Bridge
Bhiwandi Bypass Toll Booth
SH-42: Near Kashimira Police Post

SRC 1-5: 02
SRC 2-3: 01
SRC 2-3: 02
SRC 2-4: 01
SRC 2-4: 02
SRC 2-5: 01

12:00
23:15
17:30
20:30
17:00
19:00

13:00
0:15
18:30
21:30
18:00
20:00

5109
1855
2423
1778
3720
2738

5686
3857
4175
2574
5591
5053

5.9
4.0
7.8
6.9
7.4
8.0

SH-40: Near Katai Railway Crossing

MSH-4: Near Targhar

SRC 3-4: 01
SRC 3-6: 01

23:30
12:30

0:30
13:30

997
882

2152
1780

4.4
6.4

SH-54: Near Vadghar

NH-4: Near Bhingari Police Post
SH-35: Near Badlapur

SRC 3-6: 02
SRC 3-7: 01
SRC 4-7: 01

18:15
19:00
16:30

19:15
20:00
17:30

1043
2616
138

927
2844
169

8.3
7.2
10.3

SH-40:Gandhari Bridge

SRC 4-7: 02

16:30

17:30

282

496

9.4

SH-40: Near Bhayapada Village

SH-83: Near Chinchotu Police Post

SRC 5-7: 01
SRC 5-:7 02

16:00
12:30

17:00
13:30

416
481

665
783

7.2
7.8

SH-83: Near Rasayani

SRC 6-7: 01

17:15

18:15

578

597

7.8

Travel Patterns: Private Vehicle and IPT Modes:

56.
Occupancy: The average occupancy of private vehicles and IPT modes i.e. two wheeler,
car, cycles, auto rickshaw, maxi cab, taxi observed at various sub-regional cordon locations is
presented in Figure 4-47 and the average mode wise occupancy values are presented in Figure
4-48. The average occupancy of two wheeler were found high at the location SRC 1-2:02, SRC 34:01, SRC 4-7:01. Auto is carrying maximum at SRC 2-3:02, maxi cab at SRC 3-6: 02, taxi at SRC 15:01, car/jeep at SRC 2-3:01 & SRC 6:7:01.
PROFILING TRANSPORTATION SCENARIO

4-25

TRANSFORM
Average Occupancy

8
7
6
5

Two Wheeler

Auto Rickshaw

Maxi Cab

Taxi

Car/Jeep/Van

SRC 6-7:01

SRC 5-7:02

SRC 5-7:01

SRC 4-7:02

SRC 4-7:01

SRC 3-7:01

SRC 3-6:02

SRC 3-6:01

SRC 3-4:01

SRC 2-5:01

SRC 2-4:02

SRC 2-4:01

SRC 2-3:02

SRC 2-3:01

SRC 1-5:02

SRC 1-5:01

SRC 1-3:02

SRC 1-3:01

SRC 1-2:02

SRC 1-2:01

4
3
2
1

Cycle

Figure 4-47: Mode wise Average Occupancy Values for Various Locations
4
3.8

Avg. Occupancy

2.3

2.3
2.0

1.4

1.2

0
Two Wheeler

Auto
Rickshaw

Maxi Cab

Taxi

Car/Jeep/Van

Cycle

Figure 4-48: Average Occupancy for Various Modes of the MMR

57.
Trip Frequency: The average trip frequencies of passenger vehicles (excluding bus)
observed at sub-region cordon locations is presented in Table 4-8. It is noted that most of the trips,
irrespective of vehicle type, have high frequency on daily (54% to 64%) followed by occasionally
(22% to 30%).
Table 4-8: Mode wise Trip Frequency of Passenger Vehicles (in %)
Vehicle Type
Two Wheeler
Auto Rickshaw
Maxi Cab
Taxi
Car/Jeep/van
Cycle

More than one trip

in a day

Once in Day

Once in a Week

Occasionally

Total

3.9
3.7
9.0
1.8
3.6
2.4

57.3
58.8
54.0
63.6
57.9
63.9

13.2
15.1
8.1
10.3
11.8
10.4

25.6
22.3
28.8
24.3
26.7
23.3

100.0
100.0
100.0
100.0
100.0
100.0

58.
Trip Purpose: The percentage share of passenger vehicles by purpose is presented in
Figure 4-49. It is observed that most of the trips for all modes were work based trips, home trips and
business trips with a share range of 54.8% to 58.8%, 21.1% to 22.1%and 5.7% to 10.4%
respectively.
4-26

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
100%

75%

50%

59

56

58

57

59

21

20

22

20

20

22

Two Wheeler

Auto Rickshaw

Maxi Cab

Taxi

Car/Jeep/van

Cycle

55

25%

0%

Home

Work

Education

Shopping

Business
Vehic le Type

Health

Entertainment

Social

Others

Figure 4-49: Mode wise Trip Purpose Distribution

11.7

3.8

1.9

3.8 2.5

2.9

2.72.8

10.3 3.1

1.5
0.4

11.1 2.1

17.0

1.83.3

3.4
0.8

3.2
7.0
21.9

3.7

12.5

4.9

6.3

1.4

1.2

2.1

36.0
62.1

65.0

59.3

61.3

53.9

63.9
24.0

50.5

42.9

58.2

53.9

92.9

51.4
48.8

56.3

52.5

2.7

26.4

5.6

61.8

57.0

2.7

4.4

4.6

0.7
40.6

2.9

1.6

3.7

52.8

0.0

11.4

2.0

1.3

50%

12.3

25.2

1.4

18.7

75%

4.2

3.70.4

3.51.4

1.0

10.6

0.5

3.4

2.61.8

100%

2.1

7.10.0

59.
Purpose wise distributon of passenger trips at all sub-regional cordon location is presented in
Figure 4-50. Home based trips are observed more in the location SRC 6-7:01 and least in the
location SRC 2-3:02, for work trip it is found very high at location SRC 2-3:02 and least in location
SRC 6-7:01 and for business trips it is found very high at location SRC 2-5:01 and least in location
SRC3-7:01.

36.9
13.2

18.9

16.1

20.8

31.9
10.8

15.2

8.3

17.8

9.7

21.1

12.8

25.0

29.4

31.5

35.3

25%

0%
1-2:01 1-2:02 1-3:01 1-3:02 1-5:01 1-5:02 2-3:01 2-3:02 2-4:01 2-4:02 2-5:01 3-4:01 3-6:01 3-6:02 3-7:01 4-7:01 4-7:02 5-7:01 5-7:02 6-7:01

Home

Work

Education

Shopping

Business

Health

Entertainment

Social

Others

Figure 4-50: Purpose wise Distribution of Passenger Trips at all Sub-regional Cordons

60.
Trip Length Analysis: The average trip lengths in km of each mode at all the locations of
SRC are presented in the Table 4-9. It is observed that the average trip length of car is higher and
followed by taxi and two-wheeler. The Figure 4-51 represents the trip length frequency distribution
and cumulative frequency distribution. It is found that around 88.4% trips fall under 50km trip length
and around 57.6% trips are falling between 5km to 35km.
PROFILING TRANSPORTATION SCENARIO

4-27

TRANSFORM
Table 4-9: Average Trip Lengths (in km) at Various Locations
Location Name

Location ID

LBS Marg: Mulund Toll Plaza

EEH: Toll Plaza near Laxmi Nagar
Airoli Toll Plaza
Vashi Toll Plaza
Gorai Uttan Road: Near Raigaon
village
NH-8: Near Dahisar Toll Plaza
SH-42: Near TMC Boundary
NH4: Shil Phata
Old NH-3: Near Kasheli Bridge
Bhiwandi Bypass Toll Booth
SH-42: Near Kashimira Police Post
SH-40: Near Katai Railway Crossing
MSH-4: Near Targhar
SH-54: Near Vadghar
NH-4: Near Bhingari Police Post
SH-35: Near Badlapur
SH-40:Gandhari Bridge
SH-40: Near Bhayapada Village
SH-83: Near Chinchotu Police Post
SH-83: Near Rasayani
Average

SRC 1-2: 01
SRC 1-2: 02
SRC 1-3: 01
SRC 1-3: 02
SRC 1-5: 01
SRC 1-5: 02
SRC 2-3: 01
SRC 2-3: 02
SRC 2-4: 01
SRC 2-4: 02
SRC 2-5: 01
SRC 3-4: 01
SRC 3-6: 01
SRC 3-6: 02
SRC 3-7: 01
SRC 4-7: 01
SRC 4-7: 02
SRC 5-7: 01
SRC 5-:7 02
SRC 6-7: 01

Two
Wheeler
12
26
21
25

Auto
Rickshaw
11
20
17
8

Maxi
Cab
35
28
0
0

15
19
19
25
15
36
38
26
26
17
29
49
21
24
32
12
24

11
12
10
13
14
38
23
19
14
16
9
36
32
21
32
10
18

16
4
31
18
11
39
27
15
20
15
15
11
0
38
28
15
18

94.8

100

17
35
24
25

Car/Jeep
/Van
26
60
41
54

31
39
35
26
25
53
37
41
45
14
62
0
15
0
39
45
30

63
72
62
56
36
76
73
55
28
25
65
76
94
48
138
36
59

Taxi

98.6

99.5

100.0

3.7

1.0

0.5

88.4
77.0

Trips %

75

46.3

50

19.3

25
6.9
0

6.9
<=2.5

12.4
>2.5<=5

27.0

30.6

11.4

6.5

>5<=15 >15<=35 >35<=50 >50<=100>100<=250>250<=500 >500

Trip Length Range (kms)

Figure 4-51: Trip Length Frequency Distribution Curve

61.
Desire Lines-Passenger Vehicles, Excluding Bus: Around 3.8 lakh vehicle trips are
produced/attracted among various sub-regions of MMR (Table 4-10). About 7.7 lakh passengers are
commuting across the sub-regions of MMR. The interaction analysis of the passengers (excluding
bus) reveals that Greater Mumbai attracts (32.7%) and produces (30.0%) most of the passenger trips
(excluding bus) among the 7 sub-regions of MMR. Desire line diagrams (vehicles, passengers) for
passenger vehicles, excluding bus are presented in Figure 4-52.

4-28

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Table 4-10: Travel Pattern across Sub-regions of MMR, Passenger Vehicles Excluding Bus Veh. Trips
O-D

Greater Mumbai Thane

Greater Mumbai
Thane
Navi Mumbai
Kalyan &Surroundings
Vasai-Virar
Pen-Alibag
Rural
Grand Total

0 48648
41879
0
36769 27941
7930 5762
23943 2535
1811
562
8006 9536
1 20 338 94 984

Navi
Kalyan &
Vasai-Virar Pen-Alibag
Mumbai Surroundings
38748
5431
27146
665
23752
5565
5213
256
0
4304
1014
1615
4500
0
888
38
938
728
0
111
1668
57
12
0
12231
1794
1212
302
81 838
17 880
35 485
2 988

Rural
9594
6860
11900
1670
1034
222
0
31 281

Grand Total
1 30 232
83 526
83 544
20 788
29 290
4 332
33 082
3 84 794

Table 4-11: Travel Pattern across Sub-regions of MMR, Passenger Vehicles Exc. Bus Pass. Trips
O-D

Greater Mumbai

Greater Mumbai
Thane
Navi Mumbai
Kalyan &Surroundings
Vasai-Virar
Pen-Alibag
Rural
Grand Total

Thane

0
80247
84344
0
70377
46680
16796
13580
58908
5591
4944
767
16289
22094
2 51 658 1 68 959

Navi
Kalyan &
Vasai-Virar Pen-Alibag
Mumbai Surroundings
68351
11088
49284
1656
50444
11452
15826
576
0
5970
2245
3236
10911
0
2385
90
2352
1781
0
228
3435
117
12
0
25355
3996
2665
760
1 60 848
34 403
72 418
6 546

Rural
20082
18866
28131
3635
2577
414
0
73 705

Grand Total
2 30 708
1 81 510
1 56 638
47 397
71 436
9 688
71 159
7 68 537

Figure 4-52: Desire Line Diagram Passengers (excluding Passengers by Bus)

Travel Patterns: Buses

62.
Occupancy: The analysis of occupancy values of the buses plying in the MMR region at
various sub-region cordon survey locations is presented in Table 4-12. Mini buses are carrying
maximum at Godbunder toll Naka (22), BEST/Govt. buses are at Targhar (38) and private buses at
Gandhari Bridge (36). The average occupancy of the Min bus, BEST/Govt. Bus and Private buses is
15, 30 and 28 respectively.

PROFILING TRANSPORTATION SCENARIO

4-29

TRANSFORM
Table 4-12: Average Occupancy of Vehicles at Various Locations
Location Name
LBS Marg: Mulund Toll Plaza
EEH: Toll Plaza near Laxmi Nagar
Airoli Toll Plaza
Vashi Toll Plaza
Gorai Uttan Road: Near Raigaon village
NH-8: Near Dahisar Toll Plaza
SH-42: Near TMC Boundary
NH4: Shil Phata
Old NH-3: Near Kasheli Bridge
Bhiwandi Bypass Toll Booth
SH-42: Near Kashimira Police Post
SH-40: Near Katai Railway Crossing
MSH-4: Near Targhar
NH-4: Near Bhingari Police Post
SH-35: Near Badlapur
SH-40:Gandhari Bridge
SH-40: Near Bhayapada Village
SH-83: Near Chinchotu Police Post
SH-83: Near Rasayani
Average

Location ID

Mini Bus

SRC 1-2: 01
SRC 1-2: 02
SRC 1-3: 01
SRC 1-3: 02
SRC 1-5: 01
SRC 1-5: 02
SRC 2-3: 01
SRC 2-3: 02
SRC 2-4: 01
SRC 2-4: 02
SRC 2-5: 01
SRC 3-4: 01
SRC 3-6: 01
SRC 3-7: 01
SRC 4-7: 01
SRC 4-7: 02
SRC 5-7: 01
SRC 5-:7 02
SRC 6-7: 01

18
14
13
19
10
19
17
12
15
12
22
18
20
20
12
15
15
13
6
15

BEST/ Govt.
Bus
31
24
37
30
26
31
28
31
29
32
33
27
38
34
-30
28
26
26
30

Private Bus
29
23
25
32
20
27
27
34
26
31
32
27
27
30
33
36
34
25
19
28

63.
Desire Lines-Bus: Around 21,350 Bus trips are produce/attract among various sub-regions
of MMR (Table 4-13). Nearly 6.4 lakh passengers commute across the sub-regions of MMR (Table
4-14). The interaction analysis of the bus passengers reveals that Greater Mumbai attracts (26.6%)
and produces (33.4%) most of the bus passenger trips among the 7 sub-regions of MMR. Desire line
diagrams (vehicles, passengers) for bus are presented in Figure 4-53.
Table 4-13: Travel Pattern across Sub-regions of MMR, Bus - Vehicle Trips
O-D
Greater Mumbai
Thane
Navi Mumbai
Kalyan &Surroundings
Vasai-Virar
Pen-Alibag
Rural
Grand Total

Greater Mumbai
0
1345
2733
336
944
283
117
5 758

Thane
1302
0
1405
598
307
135
85
3 832

Navi
Kalyan &
Vasai-Virar
Mumbai Surroundings
3838
279
918
1518
630
330
0
1059
23
1450
0
18
31
68
0
101
30
4
149
32
5
7 087
2 098
1 298

Pen-Alibag
369
169
161
26
6
0
36
767

Rural
141
64
168
34
51
49
0
506

Grand
Total
6 847
4 056
5 550
2 461
1 406
601
424
21 346

Table 4-14: Travel Pattern across Sub-regions of MMR, Bus - Person Trips
O-D
Greater Mumbai
Thane
Navi Mumbai
Kalyan &Surroundings
Vasai-Virar
Pen-Alibag
Rural
Grand Total

4-30

Greater Mumbai
0
36098
78561
9373
30830
11351
4105
1 70 319

Thane
39873
0
37942
18329
10316
4495
2563
1 13 516

Navi
Kalyan &
Vasai-Virar Pen-Alibag
Mumbai Surroundings
115026
7901
33480
11738
38641
16874
9861
4072
0
30610
339
4793
51543
0
457
677
778
2366
0
175
3183
895
148
0
3494
1050
1373
453
2 12 664
59 695
45 658
21 909

Rural
4951
1270
5095
857
1318
1267
0
14 758

Grand
Total
2 12 968
1 06 815
1 57 341
81 235
45 783
21 338
13 037
6 38 518

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Figure 4-53: Desire Line Diagram Passengers - Bus

Travel Patterns: Goods Vehicles

64.
Average Trip Length: The reported trip lengths of goods vehicle traffic at various subregional cordon locations are given in Table 4-15. The maximum average trip length for LCV/ tempo
is observed at SRC 2-5:01(SH 42) with 170 km and lowest average trip length is 12 km, which is
observed at SRC1-5:01(SH 42). For 2 axle trucks maximum average trip length is 520 km at SRC 23:01(NH 4) and lowest is 30 km at 1-5:01(SH42). For 3 axle truck criteria maximum is 769 km at
SRC 5-7:02 (MSH 4) and minimum is 55km at SRC 3-6:02 (NH 4B). In case of MAV, maximum is
992 km at SRC 1-5:02 (NH 8) and minimum is 35 km at SRC 3-6:02 (NH 4B). Average mode wise
trip lengths are presented in Figure 4-54.
65.
Trip Length Frequency: Trip length frequency distribution observed at sub-region cordon
locations is presented in Figure 4-55. The analysis indicates that, the maximum number of trips falls
in the range of 40 km to 150 km followed by 20 km to 40 km. Most of the trips i.e., 70% of the trips
are below 150 km, which indicates there is lot of goods movement within MMR. There are 50% trips
moving in the range of 20 km to 150 km.
66.
Trip Frequency: Mode wise trip frequency details are presented in Figure 4-56. The
analysis indicates that, majority of trips made by LCV/ Tempo and 2 axle truck modes belong to one
trip in a day. Whereas, 3 axle trucks and MAV perform trips occasionally. More than once in a day is
an almost negligible category which is having below 10% of total trips.
PROFILING TRANSPORTATION SCENARIO

4-31

TRANSFORM
Table 4-15: Average Trip Lengths of Goods Vehicles at Various Locations within MMR

Average Trip Length(kms)

Location Name
LBS Marg: Mulund Toll Plaza
EEH: Toll Plaza near Laxmi Nagar
Airoli Toll Plaza
Vashi Toll Plaza
Gorai Uttan Road: Near Raigaon village
NH-8: Near Dahisar Toll Plaza
SH-42: Near TMC Boundary
NH4: Shil Phata
Old NH-3: Near Kasheli Bridge
Bhiwandi Bypass Toll Booth
SH-42: Near Kashimira Police Post
SH-40: Near Katai Railway Crossing
MSH-4: Near Targhar
SH-54: Near Vadghar
NH-4: Near Bhingari Police Post
SH-35: Near Badlapur
SH-40:Gandhari Bridge
SH-40: Near Bhayapada Village
SH-83: Near Chinchotu Police Post
SH-83: Near Rasayani
Average

400
350
300
250
200
150
100
50
0

Location ID
SRC 1-2: 01
SRC 1-2: 02
SRC 1-3: 01
SRC 1-3: 02
SRC 1-5: 01
SRC 1-5: 02
SRC 2-3: 01
SRC 2-3: 02
SRC 2-4: 01
SRC 2-4: 02
SRC 2-5: 01
SRC 3-4: 01
SRC 3-6: 01
SRC 3-6: 02
SRC 3-7: 01
SRC 4-7: 01
SRC 4-7: 02
SRC 5-7: 01
SRC 5-:7 02
SRC 6-7: 01

339

LCV
65
65
51
59
12
117
168
83
48
138
170
92
71
21
123
98
106
40
152
50
87

2 Axle Truck
310
170
189
121
30
221
519
200
102
253
509
185
121
85
219
217
333
46
353
133
216

3 Axle Truck
175
606
357
162
--69
628
444
263
405
628
432
150
56
334
130
498
169
769
165
339

MAV
73
511
319
98
--992
515
176
422
383
538
684
137
35
282
----500
625
126
377

377

216
87

LCV

2 Axle Truck

3 Axle Truck

MAV

Figure 4-54: Average trip length variation of MMR Goods Traffic

100
100.00
88.14

28

30

40

75%
27

23

69.50

32

50

50%

32

36

42 .32

41

Percentage

33

30

75

100%

97.19

27.18
22 .72

19.60

9.23

25%

18.64

10.36

26

25

9 .06

>40 to <=150

>15 0 to <=600

>600 to
<=1500

>1500

Trip length Variation

Perce ntage Frequency

Cummulative Percentage Fre quency

Figure 4-55: Trip Length Frequency Distribution of

Goods Traffic

LCV/ Tempo

2 Axle truck

0%

>20 to <=40

>1 0 to <=20

<=10

2.81
0

More than once in a Day

Daily

3 Axle truck
Weekly

MAV

Oc casionally

Figure 4-56: Trip Frequency Distribution of Goods Traffic

67.
Commodity Analysis: Commodity share of goods vehicle traffic at sub-region cordon
locations is presented in Figure 4-57. Food grains commodity is the maximum share of traffic volume
taking place when empty vehicles are excluded, followed by vehicles carrying building material and
fruits and vegetables.

4-32

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Percentage share of goods vehcular traffic
commodity wise (Excluding Empty Veh.)
Others
12.0%

Percentage share of goods vehcular traffic

commodity wise (Including Empty Veh.)

Manu.
Goods
10.4%

Foodgrains
10.5

Others
8.2

Foodgrains
15.5%

Fruits &
Vigetables
8.0
Household
Goods
5.6

Fruits &
Vegetables
11.7%

Timber
5.5%

Chemicals &
Fertilizers
5.3

Empty
31.9

Ore/
Minerals
4.4%

Household
Goods
8.3%

Textiles
6.1%
Building
Materials
13.7%

Petroleum
4.5%

Petroleum
3.0

Chemicals &
Fertilizers
7.9%

Manu.
Goods
7.2

Timber
3.9

Building
Materials
9.3%
Textiles
4.2

Ore/
Minerals
3.0

Figure 4-57: Commodity Share - Goods Traffic at Sub-regional Cordon Locations

68.
Payload Analysis: Mode wise pay load observed at sub-region cordon locations is
presented in Figure 4-58. Average payload distribution from entire study area shows that MAV has
the maximum load at 12.3T and followed by 3 axle trucks (10.5T), 2 axle trucks (7.3T) tractor trolley
(4T), LCV/tempo (3.3T) and least one is tractor (1.3T).
69.
Pay Load Distribution in MMR Sub-Region: The share of payload by goods vehicles
observed at various sub-region cordon locations is presented in Figure 4-59. Out of the total load
carrying by goods vehicles on MMR major corridors, the maximum load carrying location are SRC 13:02 (Vashi Toll Plaza) with 20.6% followed by SRC 2-3:01 (SH-42: Thane-Belapur Road, Near TMC
Boundary) with 12.4%.
Percentage Share of Total Payload(t) in MMR Sub-Region

Average Payload variation in MMR Sub-Region

SRC 4-7:01
0.25%

12.287
12

SRC 5-7:01
1.44%

SRC 5-7:02
2.10%

SRC 3-7:01
3.99%

10.471

SRC 6-7:01
0.55%
SRC 1-2:01
1.14%

SRC 3-6:02
0.36%

9
Payload (t)

SRC 4-7:02
0.54%

SRC 1-2:02
6.50%

SRC 3-6:01
2.91%

7.265

SRC 1-3:01
5.73%

SRC 3-4:01
7.29%

SRC 2-4:02
7.76%

1.250

SRC 2-4:01
4.41%

0
LCV/ Tempo

2 Axle Truck

3 Axle Truc k

MAV

Tractor Trolley

Tractor

Goods Mode

Figure 4-58: Average Payload of Goods Traffic

SRC 1-3:02
20.55%

SRC 2-5 :01

9.13%

4.019

3.265

SRC 1-5:01
0.14%

SRC 2-3:02
6.87%

SRC 2-3:01
12.36%

SRC 1-5:02
5.99%

Figure 4-59: Pay Load Distribution on Various Survey

Locations of MMR

70.
Goods Movement Analysis: As discussed earlier in this report, the whole MMR is divided
into seven sub-regions. Origin-destination data of 20 sub-region cordon locations within the MMR are
analysed to estimate travel pattern across sub-regions of MMR. The details of the traffic analysis
zones that come under various regions were given in following Table 4-16.
Table 4-16: Traffic Analysis Zones of Various Regions of MMR
S.No
1
2
3
4
5
6
7

Region
Greater Mumbai
Thane
Navi Mumbai
Kalyan, Dombivili, Bhiwandi, Ulhasnagar, Ambernath & Badlapur
Vasai-Virar
Alibag & Pen
Rural Area
(Including Matheran, Karjat & Khopoli)

PROFILING TRANSPORTATION SCENARIO

Traffic Analysis Zone

1 to 576
1201 to 1295
1401-1469, 1551-1558
1601-1654, 1701-1725, 1751-1769, 1801-1806
1001-1026, 1051-1071,1101-1106,1126-1138, 1151-1177
1576-1577, 1901-1903, 1926-1931
1991, 1976-1979, 1951-1955, 2001-2033

4-33

TRANSFORM
71.
Desire Lines- Goods: Around 80,000 Goods vehicle trips are produced/attracted among
various sub-regions of MMR (Table 4-17). About 3.0 lakh tonnes of freight is carried by goods
vehicles across the sub-regions of MMR (Table 4-18). The interaction analysis of the goods
movement reveals that the Greater Mumbai attracts maximum goods (46.3%) and Navi Mumbai
produces maximum goods (35.2%) among the 7 sub-regions of MMR. The analysis indicates that,
the Greater Mumbai is dominant in terms of goods consumption and Navi Mumbai region is dominant
in goods collection from outside MMR and distribution to other sub-regions of MMR, which is mainly
due to location of APMC, steel markets, JNPT, etc. in Navi Mumbai. Desire line diagrams (vehicles)
for goods vehicles are presented in Figure 4-60.
Table 4-17: Goods (Vehicle) Interaction across Various Sub-regions of MMR
O-D
Greater Mumbai
Thane
Navi Mumbai
Kalyan &Surroundings
Vasai-Virar
Pen-Alibag
Rural
Grand Total

Greater Mumbai Thane

0
2712
10276
3760
2268
1111
3749
23876

1961
0
1223
1442
674
79
2131
7510

Navi
Kalyan &
Vasai-Virar Pen-Alibag Rural
Mumbai
Surroundings
7975
3223
2726
834 3211
4107
1876
361
352 1140
0
3967
683
1312 2874
3953
0
553
408 803
1685
477
0
98 342
390
301
12
0 326
2885
611
884
244
0
20995
10454
5 220
3 249 8 697

Grand
Total
19 931
10 548
20 334
10 918
5 544
2 219
10 505
80 000

Table 4-18: Goods (Tonnage) Interaction across Various Sub-regions of MMR

O-D
Greater Mumbai
Thane
Navi Mumbai
Kalyan &Surroundings
Vasai-Virar
Pen-Alibag
Rural
Grand Total

Greater Mumbai Thane

0
3902
16520
0
66677
4761
18305
3270
9951
1478
8262
483
18059
5275
1 37 775 19 169

Navi
Mumbai
16682
9152
0
13735
3380
1356
8286
52 590

Kalyan &
Grand
Vasai-Virar Pen-Alibag Rural
Surroundings
Total
10150
5154
2375
7765
46 027
4025
1272
3542
2354
36 864
19978
2465
3605
7504 1 04 990
0
1871
1103
3087
41 371
913
0
192
790
16 703
816
113
0
2013
13 043
2449
3934
883
0
38887
38 330
14 808
11 700 23 513 2 97 886

72.
In addition to sub-region interaction, the
external travel specific to sub-regions of Greater
Mumbai, Thane, Navi Mumbai, Kalyan region and
Vasai-Virar regions are presented in Table 4-19. It
can be observed that Thane sub-region is
subjected to substantial number goods vehicles
passing through it (27,000).
73.
The above analysis of passenger and
goods movement across the sub-regions of the
MMR indicates that significant traffic congestion
on the existing arterial roads within various
municipal corporations and municipal councils.

Figure 4-60: Desire Line Diagram Goods Vehicles

4-34

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Table 4-19: External - & Internal Interaction of Various Regions (vehicles)
Passenger
E-I
I-E
1
Greater Mumbai
1 09 166
1 20 618
2
Thane
50 723
50 870
3
New Mumbai
36 655
39 994
4
Kalyan & Surroundings
13 083
13 727
5
Vasai-Virar
32 979
19 770
E-I:External-Internal, I-E: Internal-External, E-E: External-External
S.No

Region

E-E
12 299
13 553
8 081
11 840
14 731

E-I
5 642
3 177
4 858
1 026
1 233

Bus
I-E
5 732
2 735
5 492
1 014
1 346

E-E
162
1 358
2 181
306
810

E-I
25 940
7 231
22 800
7 014
4 775

Goods
I-E
20 398
9 767
24 089
5 353
5 049

E-E
2 038
26 966
14 178
8 645
16 309

4.3.3. TRAFFIC ANALYSIS: SCREEN LINE POINTS

74.
Three screen line points identified for the study are Vasai Creek Bridge, Bridge on MSH-2
and Thane Creek Bridge (i.e. Kalwa bridge in Thane). The traffic volume counts are conducted for a
period of 24 hours. Hourly distribution of traffic, traffic composition, etc. is presented in Annexure 41. Daily traffic and broad traffic composition observed at screen line points are presented in Table
4-20.
75.
On Vasai Creek Bridge, the share of fast moving goods vehicles is high with 52.7%.
Car/jeep/van share is also considerable amount, 32.8%. At the bridge along MSH-2 (SLP-02), the
highest share is two-wheeler- 32.3% followed by cars-22.4%. On Thane Creek Bridge, two-wheeler
and three-wheeler account for 31.8% and 30.3% of total traffic, respectively.
76.
The traffic flows on Vasai Creek Bridge are almost uniform throughout the day. On bridge of
MSH-2, the traffic is substantial in the afternoon. On Thane Creek Bridge, the traffic increases after
07:00 AM. The hourly variations are given in Annexure 4-1.
Table 4-20: Daily Traffic Flows at Screen Line Points
Location
SLP-01
(Vasai Creek Bridge)
SLP-02
(MSH-2 Gandhari Bridge)
SLP-03
(Thane Creek Bridge/Kalwa
bridge in Thane)

Daily Traffic
(Vehs)
36,083

Daily Traffic
(PCUs)
71,877

30,945

36,239

32.3%-Two Wheeler, 22.4%-Cars

81,028

89,423

31.8%-Two Wheeler, 30.3%-Auto Rickshaws

Remarks
32.8%-Cars, 30.6-2Axle Truck

4.3.4. TRAFFIC SURVEYS AT INNER CORDON LOCATIONS

77.
Traffic volume count survey is carried out at 33 inner cordons. Location wise traffic analysis
is presented in Annexue 4-2. Summary of traffic flows crossing various cordon lines are presented in
Table 4-21. It is observed that the maximum vehicles cross the inner cordon line 3. Cordon lines-1, 2,
3 and 4 carry traffic of 1.54, 1.55, 2.28 and 1.43 lakh vehicles per day respectively in southward
direction. Whereas in north ward direction, cordon line-1, 2,3 and 4 handles a traffic of 1.42, 1.28,
2.22 and 1.26 lakh vehicles per day.
Table 4-21: Daily Traffic Flows at Inner Cordon Locations
Inner Cordon Lines
IC 01
IC 02
IC 03
IC 04

(Island City)
(Island City)
(Mahim Screen Line)
(Suburbs)

Towards South
Vehicles
1,54,000
1,55,000
2,28,000
1,43,000

Towards North
PCUs
1,59,000
1,67,000
2,79,000
1,62,000

Vehicles
1,42,000
1,28,000
2,22,000
1,26,000

PCUs
1,48,000
1,43,000
2,56,000
1,41,000

78.
Further, the traffic crossing the Greater Mumbai boundaries reveals that about 4.5 lakh
persons move in and 4.47 lakh persons move out of Greater Mumbai daily ( Figure 4-61). Analysis of
flows across three inner cordons located in Island City is shown in Figure 4-62. The figure indicates
that Bandra Kurla screen line has maximum traffic flows. This is in fact the Ridge of Greater
Mumbai as far as commuter flows are concerned.

PROFILING TRANSPORTATION SCENARIO

4-35

TRANSFORM

Figure 4-61: Estimated Daily Outgoing and

Incoming Person flows from/to Greater Mumbai

Figure 4-62: Traffic Flows across the Inner Cordon Lines

4.3.5. TRAFFIC SURVEYS AT R AILW AY LEVEL CROSSINGS

79.
Traffic count surveys are carried out at 5 railway level crossings. Location wise traffic
analysis is given at Annexue 4-2. The following Table 4-22 summarizes the traffic flows across
railway crossings. Rail crossings having high traffic deserve attention.
Table 4-22: Summary of Traffic Flows at Rail Crossings
Location
Chuna Bhatti
Malad Rail Crossing
Kandivali Level Crossing
Badlapur Flyover
Virar Level Crossing

Volume (Veh/16
Hrs)
11,189
39,150
9,869
13,353
19,544

Volume (PCUs/16
Hrs)
10,057
33,179
7,131
10,518
18,426

Remarks
42%-Auto Rickshaws, 19%-2-Wheelers
43%-Auto Rickshaws
37%-Bycycle, 24% Auto Rickshaws
51% 2-Wheelers
30% 2-Wheelers

4.3.6. TRAFFIC SURVEYS AT MID- BLOCK LOCATIONS

80.
Traffic count surveys are carried out at 11 mid-block locations. Location wise traffic analysis
is given in Annexure 4-1. Table 4-23 summarizes the traffic flows and broad traffic composition at
mid-block locations. Realtively heavy flows are observed at three locations namely Tilak bridge
Dadar, Mthurdas Vasanji road, Sion Panel Highway.
Table 4-23: Summary Traffic Flows & Remarks at Various Locations
Location
MB 01 (Approach road to Domestic Airport)
MB 02 (Approach road to International Airport)
MB 03 (Hay Bandar Road, Near Hindustan Lever)
MB 04 (SH 87: Near Alibag Ispat Industries)
MB 05 (SH 42: Thane Belapur Road)
MB 06 (SH 42 Sion Panvel Highway)
MB 07 (Central Road south: Near Krishna steel industries)

4-36

Volume
Volume
(Veh/16 Hrs) (PCUs/16 Hrs)
42,694
42,026
12,214
13,783
2,530
4,816
7,663
10,537
45,217
64,410
53,184
1,04,714
19,394
31,461

Remarks
All modes contributing equally
30%-Cars
23%-Auto, 50%-Goods
31%-2Wheeler, 24%-Goods
27%-Cars, 25%-Goods
42%-Cars
38%-Goods

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Location
MB 08 (Old NH4, Near ITI panvel)
MB 09 (Tilak Bridge, Dadar)
MB 10
(Mathuradas Vasanji Road, Near Leela Kempenski Hotel)
MB 11 (JVLR, East of BSES)

Volume
Volume
Remarks
(Veh/16 Hrs) (PCUs/16 Hrs)
28,441
34,063 All modes contributing equally
55,368
57,721 37.5%-Cars
53,394
58,503 31%-Auto Rickshaw
27,922

32,463 27%-2-Wheeler

4.3.7. SUB-URBAN R AIL P ASSENGER ANALYSIS

81.
Some of the surveys carried out to capture the travel pattern of Rail commuters are In-train
Boarding and Alighting Survey and Alighting Distribution survey. Purpose of these surveys is as
follows:
(a) To asses the occupancy profile of trains crossing various screen line set in the study area; and
(b) To estimate sub-urban train passenger flows across various screen lines and sub-regional cordon locations to be
used in validation of travel demand matrices and validation of travel demand models.

82.
Detailed methodology followed for estimation of rail passenger flows on the MMR rail
network, detailed analysis of surveys, analysis of data, and comparison of estimated rail passenger
trips with earlier studies, etc. are presented in Annexure 4-2. Study findings are briefly presented in
the following paragraphs.
83.
The MMR is served by two of Indias zonal railways, the Western Railway (WR) and the
Central Railway (CR). The Western line runs northwards parallel to the west coast from Churchgate
terminus station in Island City and serves western India. The Central Railway runs from CST station
situated very close to Churchgate in Island City and serves large part of central India.
84.
The Western Railway operates 913 public sub-urban services (up and down) per weekday
over 124 km route between Churchgate and Virar including 6 train trips between Mumbai CST and
Borivali. This requires 33 nine car rakes and 31 twelve care rakes to be in service (Year 2005).
85.
The Central Railway operates 1186 public sub-urban services (up and down) per weekday
over 280 km route between Mumbai CST on south, Kotputari in north-east, Khopoli in south-east,
Panvel via Mankhurd, Andheri on WR and between Thane and Vashi via Ghansoli. This requires 72
nine car rakes and 21 twelve care rakes to be in service (Year 2005).
86.
On the existing railway network within the 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 passenger trips originating and
destining within MMR but accounts for an insignificant proportion of the total passenger trips catered
to by sub-urban rail operation within MMR.
87.
The screen lines, with respect to railway network, are presented in Figure 4-63. Inner
cordons and sub-regional cordons identified for analysing sub-urban rail passenger flows are
described below:
IC-1: South City Cordon: cordon line of southern part of the Island City passing through P. D Mello Road Anandilal Poddar Marg - Lokmanya Tilak Marg - Carnac Bridge - Gamadia Road. The rail links on this screen line
are, Churchgate-Marine Lines (Western Line), Mumbai CST-Masjid (Central Railway Main Line and Harbour
Line);
(b) IC-2: Mid City Cordon: passing through Maha Laxmi Railway Station - Hazi Ali Chowk - Keshav Rao Khadye
Marg - Mandik Bridge - Mehar Chowk - ES Patanwala Marg - S.Tanddel Chowk - Sant Savta Marg. The rail links
on this screen line are, Mumbai Central-Maha Laxmi, Chichpokli-Curry Road (Central Railway Main Line) and
Reay Road-Cotton Green (Central Railway Harbour Line);
(c) IC-3: Island City Cordon: encompassing the Island City and passing through Mahim Creek - Naik Nagar - LBS
Marg - Central Labour Institute - V. Naik Road - Eastern Express Highway - VN Purav Marg - C.Shivaji Chowk V.N.Purav Marg - Trombay. The rail links on this screen line are, Mahim-Bandra (Western Rail Line and Central
Railway Harbour Line), Matunga-Sion (Central Railway main Line) and Chuna Bhatti-Kurla (Central Railway
Harbour Line); and
(d) IC-4: Mid Sub-urban Cordon: passes through Ganga Bhawan - Yari Road - Panch Marg - MAHADA Colony - P.
Tandon Marg - Vikas Nagar Jogeshwari (W) - Patel Estate - Pratap Nagar Jogeshwari - Vikhroli Link Road (a)

PROFILING TRANSPORTATION SCENARIO

4-37

TRANSFORM
Adi Shankracharya Marg Jogeshwari - Vikroli Link Road - Municipal Dumping Ground, Ghatkopar (E). The rail
links on this screen line are, Jogeshwari-Goregaon (Western Line), Vikhroli-Kanjurmarg (Central Railway Main
Line).

Figure 4-63: Sub Urban Rail Network in Mumbai Metropolitan Region: Screen Lines

88.
The Sub-Regional Cordons are, SRC1-2: Mulund-Thane (Central Railway Main Line), SRC13: Mankhurd-Vashi (Central Railway Harbour Line), SRC1-5: Dahisar-Mira Road (Western Railway
Line), SRC2-3: Thane-Airoli (Central Railway Thane-Vashi Line) and SRC4-7: Ambivli-Titwala and
Badlapur-Vangani (Central Railway Main Line).
89.
4-38

The peak periods considered in travel demand modeling are as follows:

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
(a)
(b)
(c)
(d)

Morning Peak Period

Morning Off-Peak Period
Evening Peak Period
Night Period

: 6:00 to 11:00 hrs.

: 11:00 to 17:00 hrs.
: 17:00 to 23:00 hrs.
: 23:00 to 6:00 hrs.

90.
Daily, morning peak period, morning peak hour, evening peak period and evening peak hour
passenger flows across various screen lines are presented in Figure 4-64. Link loadings on the
MMR rail network for the morning peak hour, morning peak period and daily for up & down direction
are presented in Figure 4-65, Figure 4-66 and Figure 4-67 respectively. Link loadings on MMR rail
network for the evening peak hour and evening peak period are presented in Figure 4-68 and
Figure 4-69 respectively.
Passenger Flow: Daily
Screen Line

Up

Down

IC1

6,61,268

7,36,387

IC2

11,72,148

12,53,299

IC3

20,20,956

20,76,908

IC4

15,03,807

15,46,800

SRC1-2

6,24,700

5,33,592

SRC1-3

2,50,480

2,09,385

SRC1-5

4,50,254

3,08,472

SRC2-3

17,777

70,768

SRC4-7

1,37,298

69,559

Passenger Flow: Morning Peak Period

Passenger Flow: Evening Peak Period

(6:00 to 11:00 hrs)

Screen Line

Up

(17:00 to 23:00 hrs.)

Down

Screen Line

Up

Down

IC1

3,21,566

72,402

IC1

1,21,376

4,31,095

IC2

5,33,218

2,33,709

IC2

2,29,691

6,67,658

IC3

8,87,108

4,95,899

IC3

4,88,374

9,97,136

IC4

6,65,370

3,26,391

IC4

3,29,383

7,80,544

SRC1-2

2,87,064

80,269

SRC1-2

1,51,844

3,04,866

SRC1-3

1,12,636

53,025

SRC1-3

70,207

72,083

SRC1-5

1,70,432

63,815

SRC1-5

1,06,565

1,18,513

SRC2-3

5,429

6,610

SRC2-3

7,352

11,393

SRC4-7

39,668

21,936

SRC4-7

38,440

23,289

Passenger Flow: Morning Peak Hour

Passenger Flow: Evening Peak Hour

(9:00 to 10:00 hrs)

Screen Line

Up

(18:00 to 19:00 hrs.)

Down

Screen Line

Up

Down

IC1

1,41,624

22,898

IC1

22,491

91,863

IC2

1,85,444

78,835

IC2

43,533

1,41,965

IC3

2,24,988

1,79,152

IC3

97,668

2,21,092

IC4

1,79,063

99,928

IC4

67,824

1,60,462

SRC1-2

69,796

25,459

SRC1-2

36,899

67,125

SRC1-3

28,006

16,776

SRC1-3

15,558

17,464

SRC1-5

35,482

10,853

SRC1-5

14,025

29,439

SRC2-3

2,333

2,377

SRC2-3

3,804

3,860

SRC4-7

8,410

3,937

SRC4-7

4,983

3,742

Figure 4-64: Daily, Peak Periods and Peak Hour Passenger Flows Across Screen Lines

PROFILING TRANSPORTATION SCENARIO

4-39

TRANSFORM

Figure 4-65: Section/Link Loadings on MMR Rail Network: Morning Peak Hour (9:00 to 10:00 Hrs.)

Figure 4-66: Section/Link Loadings on MMR Rail Network: Morning Peak Period (6:00 to 11:00 Hrs.)

4-40

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Figure 4-67: Daily Link Loadings on MMR Rail Network

Figure 4-68: Section/Link Loadings on MMR Rail Network: Evening Peak Hour (18:00 to 19:00 Hrs.)

PROFILING TRANSPORTATION SCENARIO

4-41

TRANSFORM

Figure 4-69: Section/Link Loadings on MMR Rail Network: Evening Peak Period (17:00 to 23:00 Hrs.)

91.
The sub-urban train operating in MMR consists of six categories of travel spaces, Second
Class General (SCG), Second Class, Ladies only (SCL), First Class, General (FCG), First class,
Ladies only (FCL), Vendor (V) and Physically Handicapped (PH). Main findings of the study analysis
are as follows:
(a)

(b)
(c)

(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
(n)

One of the sample train trip on Western Railway line showed that, the highest average commuter density in SCG
is observed on Dahisar-Borivali segment which is 9 persons/s.m. Variation of commuter density within the SCG
coach is observed to vary from 6 to 16 persons/sq.m;
The average commuter density in First Class and Second Class Ladies assessed is 7 persons/Sq.m. on trains
operated by Western and Central Railway;
Coach type wise contribution of Second Class General and First Class General passengers is 75% (Figure 4-70).
Second Class and First Class Ladies contributes 17%. During peak period, even Vendor coaches are occupied
by general passengers;
In Up direction, contribution of Morning Peak Period, Off-Peak Period and Evening Peak Period is 44.20%,
29.80% and 22.57% of the total Daily Up direction passenger flows respectively;
In dwn direction, contribution of morning peak period, off-peak period and evening peak period is 20.04%,
24.56% and 50.41% of the total Daily Down direction passenger flows respectively;
Among the Inner cordon screen lines, maximum passenger flows (daily, peak periods and peak hours) are
observed in up and down directions across IC-3 i.e. Mahim screen line;
Number of passengers crossing Mahim screen line in up direction and down direction during morning peak period
is 8.9 Lakhs and 5.0 lakhs respectively ( Figure 4-71);
Number of passengers crossing Mahim screen line in Up direction and Down direction during Morning Peak Hour
is 2.3 lakhs and 1.8 lakhs respectively;
Morning peak hour passenger flows, expressed as % of total morning peak period passenger flows varies from
19.78% (at SRC1-5) to 41.76% (at IC-1). The average figure considering all the screen lines is 30.05%.
Number of passengers crossing Mahim screen line in up direction and down direction during evening peak period
is 4.90 lakhs and 10.00 lakhs respectively ( Figure 4-72);
Number of passengers crossing Mahim screen line in up direction and down direction during evening peak hour
is 0.98 lakhs and 2.20 lakhs respectively;
Evening peak hour passenger flows, expressed as % of total evening peak period passenger flows varies from
14.16% (at SRC4-7) to 29.03% (at IC-1). The average figure considering all the screen lines is 23.85%;
Morning peak hour passenger flows, expressed as % of total daily passenger flows varies from 5.93% (at SRC47) to 11.91% (at SRC2-3). The average figure considering all the screen lines is 9.67%; and
Evening peak hour passenger flows, expressed as % of total daily passenger flows vary from 4.19% (at SRC4-7)
to 19.39% (at SRC2-3). The average figure considering all the screen lines is 7.68%.

4-42

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Figure 4-70: Coach Type and Passenger Distribution

Figure 4-71: Morning Peak Period Passenger Flows

across Inner Cordons

Figure 4-72: Evening Peak Period Passenger Flows

across Inner Cordons

92.
Morning Peak Period Rail Passenger Loading (in Lakhs) is presented in Figure 4-73. It may
be mentioned here that, on Western Railway Corridor, from Bandra to Borivali, the down direction
passenger flow is almost varies from 75% to 80% of up direction flow i.e. balanced flows which is
indicative of effective use of the transportation system. In case of Central Railway Main Line and
Harbour Line, the down direction flow varies from 30 to 40% of up direction passenger flow.
93.
Hourly Distribution of Passenger Flows on MMR Rail Network is presented in Figure 4-74.
Peak hour demand in morning and evening periods is 9.4% and 7.7% respectively and the
corresponding peak hours are 9:00 to 10:00 Hrs. and 18:00to 19:00 Hrs. The off-peak period i.e.
11:00 to 17:00 Hrs, the passenger flow on MMR Rail Network varies from 4.2% to 6.3% which is
almost 60% of the peak hour loadings.

PROFILING TRANSPORTATION SCENARIO

4-43

TRANSFORM
Titwala
0.17

0.64 1.70

0.33

Kalyan

0.28
Dombivali

Borivali

0.75

0.63

Ulhasnagar

2.32

Thane

0.93
2.35 3.37

3.03

Andheri

3.03 3.91

0.95 3.35

Ghatkopar
Kurla

Vashi

0.53

Bandra

1.13

2.83 3.90
Dadar

Panvel

1.38 2.16
Mumbai Central

0.47 2.14

0.28 1.10

CST Mumbai

Churchgate

Figure 4-73: Morning Peak Period (6:00 to 11:00) Passenger Loadings (in Lakhs)

10.00%

9.41%
8.36%

Hourly Passenger Flow

7.69%

7.51%

8.00%

7.01%
6.33%

6.26%
6.00%

5.14%
4.69%
4.50%
4.27%4.19%4.35%

4.55%

4.83%
3.76%

4.00%
2.80%

1.99%
2.00%

1.19%

0.88%

0.14%0.01%0.00%0.16%
2300 to 0:00

22:00 to 23:00

21:00 to 22:00

20:00 to 21:00

19:00 to 20:00

18:00 to 19:00

17:00 to 18:00

16:00 to 17:00

15:00 to 16:00

14:00 to 15:00

13:00 to 14:00

12:00 to 13:00

11:00 to 12:00

10:00 to 11:00

8:00 to 9:00

9:00 to 10:00

7:00 to 8:00

6:00 to 7:00

5:00 to 6:00

4:00 to 5:00

3:00 to 4:00

2:00 to 3:00

1:00 to 2:00

0:00 to 1:00

0.00%

TIME

Figure 4-74: Hourly Distribution of Passenger Flows on MMR Rail Network

94.
The MMR statistics compiled by the MMRDA on suburban rail passenger traffic in the MMR
for the Year 2002-03 is presented in Table 4-24.
95.
Based on the available slab-wise rail passenger data collected from Railways for the Year
2003-04, growth rate of rail passengers for the year 2002-03 and 2003-04 have been estimated. The
annual growth rate of rail passengers on Central Railway and Western Railway is 2.58% and 0.65%
respectively. For assessment of rail passenger travel for the years 2004-05 and 2005-06, the same
growth rates have been used and the details are presented in the Table 4-24.
4-44

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
96.
The estimate of passenger kilometers performed by rail passengers for the year 2005 based
on secondary data provided by Railways is approximately 1729.06 Lakh passenger-km/day. For the
year 2005, passenger kilometers performed by rail passengers based on the link loadings and rail
link details for the year 2005 have been estimated and it works out approximately 1567.63
passenger-km/day. Assuming an average trip length of rail passenger is 26.1 km (as per HIS
analysis), the number of rail passenger trips/day (2005) is 60.10 lakhs.
97.
The rail passenger trips/day estimated from secondary data i.e. 59.19 Lakhs/day and from
primary surveys i.e. 60.1 Lakhs/day are more or less equal. This analysis was presented to 8th TAC
meeting held on 5th April, 2006. Subsequently, MRVC has compiled the statistics on Mumbai
suburban rail passenger data for the years 2003-04 and 2004-05 based on Indian Railways Annual
Statistical Statements. No. of passenger trips per day for the year 2003-04 and 2004-05 were 61.5
and 63.4 lakhs. Passenger-km performed per day in the year 2003-04 and 2004-05 were 1755.2 and
1872.9 Lakh passenger-km/day. These figures are marginally higher than the estimates presented in
Table 4-24. However, the screen flows assessed from the primary surveys have been used for
comparison of assigned flows while validation of travel demand matrices and models.
Table 4-24: Suburban Rail Passenger Estimates (MMRDA/ MRVC)
Sl.
No.

Year

No. of Persons Originating (Lakhs/day)

CR
1
2002-03
27.85
2
2003-04
28.57
3
2004-05
29.31
4
2005-06
30.06
CR:Central Railway, WR:Western Railway

WR
28.56
28.75
28.94
29.13

Total
56.41
57.32
58.25
59.19

Passenger Kilometers performed

Lakh. Km/day
CR
WR
Total
891.87
752.44
1644.31
914.61
757.33
1671.95
937.94
762.26
1700.19
961.85
767.21
1729.06

Remarks
MMR Statistics
Consultants
Estimate

4.3.8. IPT D ATA A NALYSIS

98.
Intermediate Public Transport (IPT) mode i.e. Taxi and Auto in metropolitan cities plays an
important role in meeting unstructured travel demands of users. It performs as feeder service to the
main mass transport system (both rail and road based) and provides accessible movement in
predefined areas. The services provided by the IPT are intermittent in nature and this has complete
flexibility in destination which is determined by the passengers. Taxi and Auto are the primary forms
of IPT considered for this study. In the MMR, IPT acts as a competing access/ egress mode to road
based public transport system, especially for short trip lengths. Trip characteristics of this mode is
entirely different, as compared to the trips made by other motorised modes, as this mode offers high
flexibility, services from almost door to door.
99.
The travel demand by the residents of the study area by IPT modes understood through the
HIS analysis is not sufficient as these modes are also used by the non-residents to the region i.e.
floating population. Hence, IPT surveys have been carried out to capture the general travel
characteristics of the IPT mode users as well as that of operators/ drivers.
100. All the parameters collected in the user survey are related to travel only. Whereas, in
operator / driver survey, the parameters collected are broadly classified into three categories as
vehicle characteristics, operator characteristics and trip characteristics. In general, the trip
characteristics of the users who are leaving from the survey location to elsewhere and the users
coming from elsewhere to survey location are entirely different in terms of trip purpose, trip length,
mode, etc. Therefore, the user analysis has been carried out separately for the users who are
leaving from the survey location to elsewhere and the users coming from elsewhere to survey
location.
101. The user trip and operator/driver characteristics are highly dependent on location. Hence, the
detailed information collected from IPT surveys is analysed location wise and results are presented
in Annexure 4-3. Salient details on travel characteristics of the users of IPT modes at surveyed
PROFILING TRANSPORTATION SCENARIO

4-45

TRANSFORM
locations are presented in Table 4-25. A summary of the IPT survey analysis is presented as follows:
(a) Mumbai city being linear, suburban railway corridors have developed linearly and road based public transport
system and IPT modes act as feeder services to the suburban railway stations. However, the travel
characteristics of Taxi and Auto mode users are highly location dependent i.e. the travel characteristics of the
users at Airport terminal locations is different from travel characteristics observed at suburban railway station;
(b) IPT modes used at airport terminals, inter-city railway terminals, inter-city bus terminals are mostly less frequently
used by the residents of the study area to access/ egress and trips by non-residents to the region i.e. floating
population. Whereas IPT modes used at sub-urban railway station is mostly by the regular use by the residents of
the region;
(c) Generally, the operators/drivers of the IPT modes are fixed to certain location. Hence, location of the operation
has high bearing on the observed travel characterises of the user and operating characterises of the
operator/driver;
(d) Presence of taxis is very high in Island City of Greater Mumbai, which accounts for 47.7% to 57.8% of total taxis
in MMR. During 2000-2004, number of taxis registered in Island City decreased;
(e) Annual growth rate of Taxis in the MMR in general varies from 5.69% to 7.95%, except in 2002-2003 negative
growth rate (-7.26) has been observed. The annual growth rate of taxis in the study area is 3.11% based on the
2000 to 2004 Taxi statistics.
(f) Presence of autos is very high in Western suburbs of Greater Mumbai, accounting for 26.7% to 29.9% of total
autos in MMR;
(g) Annual growth rate of Autos in rest of MMR in general varies from 5.38% to 8.31%. The annual growth rate of
autos in the study area is 4.00% based on the 2000 to 2004 auto statistics;

Taxi Operator/driver:
(a) Vehicle characteristics: The average total km traveled/day and dead km/day traveled are 70.5 and 19.5
respectively. The dead km travelled is about 27.7% of total km traveled. Average Fuel and maintenance costs are
INR 126 and INR 113 per day. The average total profit earned is INR 211 per day;
(b) Operator characteristics: The average experience of the operator/ driver is 11 years. The proportion of vehicles
owned and hired by operators/ drivers is 40%:60%; and
(c) Trip characteristics: On an average 10 trips per day are performed with an average occupancy of 2.0.

Auto Operator/ driver:

(a) Vehicle characteristics: The average total km traveled/day and dead km/day traveled is 64 and 17 respectively.
The dead km travelled is about 26.6% of total km traveled. Average Fuel and maintenance costs are INR 116
and INR 84 per day. The average total profit earned is INR 172 per day;
(b) Operator characteristics: The average experience of the operator/ driver is 9 years. The proportion of vehicles
owned and hired by operators/ drivers is 61%:39%;
(c) Trip characteristics: On an average an auto performs 16 trips per day with an average occupancy of 2.2; and
(d) The average trip length for Taxis and Autos is 5.1 km and 2.9 km respectively which indicate that, these modes
are primarily acting as access/ egress modes to Train and Bus main modes. The proportion of the trips made by
Taxis and Autos is 17% and 83% respectively. The weighted trip length for IPT modes is 3.3 km. The average
trip length for these modes obtained from the HIS analysis is 3 km, which is consistent with the trip length
assessed from IPT surveys.

102. The estimated Taxi travel for the base year (2005) assuming average 10 trips/day by each
Taxi is 7.64 lakh trips/day, assuming all the Taxis are operated. Similarly, the estimated auto travel
for the base year assuming 16 trips/day by each auto is 36.64 lakh trips/day, assuming all the Autos
are operated. Assuming an average occupancy of taxi and Auto are 2 and 2.2 as found from the
primary survey analysis, the total no. of passengers carried by Taxi and Auto are 15.28 lakhs and
80.61 lakh respectively. If it is assumed only 50% of the Taxis and Autos are operated in a day, the
estimated Taxi travel and Auto travel for the base year (2005) is 3.82 lakh trips/day and 18.32 lakh
trips/day and total no. of passengers carried by Taxi and Auto are 7.64 lakhs and 40.30 lakh
respectively.

4-46

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Table 4-25: User Travel Characteristics of IPT Modes
Avg. Trip
Sl. No.

Location

Len.
(km)

Cost
(INR)

Major Destination / Origin

(% trips)

As Origin

5.0

66

Nariman Point (21%)

As Destination

5.0

65

Nariman Point (20%)

As Origin

14.5

196

As Destination

6.5

86

Churchgate (12%)

Marine Lines

As Origin

7.4

80

Worli (18%)

Mumbai Central Rail

Terminus

As Origin

8.8

91

CST (19%)

As Destination

5.4

53

Mumbai Central Bus

Terminus

As Origin

4.0

38

As Destination

5.0

46

Lower Parel Bus terminal

As Origin

2.3

21

Worli (29%)

As Destination

3.6

32

Dadar (40%)

Churchgate

CST

3
4

Byculla Rly. Stn.

As Origin

4.7

44

Nagpada (31%)

As Destination

3.8

38

Parel (21%)

Byculla Zoo

As Origin

4.3

46

Dadar (38%)

Dadar Rail Terminus

As Origin

4.1

41

Wadala (19%)

As Destination

4.1

41

Wadala (19%)

10

Dadar Bus Terminus

As Origin

6.3

89

Sion (14%)

As Destination

4.1

47

Byculla (12%)

11

Kurla Railway Station

As Origin

2.3

18

Kurla (25%)

As Destination

2.3

19

Swastik Park (29%)

12

LT Terminus

As Origin

9.9

113

Andheri (12%)

13

Thane Railway Stn.

As Origin

2.8

20

Teen Hath Naka (18%)

As Destination

2.7

21

Kamaghar (15%)

14

Thane Bus Terminal, Near

Vandana Theatre

As Origin

2.6

18

As Destination

2.2

15

15

Mulund Check Naka

As Origin

3.1

21

Thane Stn. (33%)

As Destination

2.9

21

Thane Stn. (21%)

As Origin

3.0

22

Lokgramnagar (38%)

As Destination

2.9

21

Thane Stn. (20%)

As Origin

1.2

12

Dombivilli Stn. (22%)

As Destination

1.0

11

Anand Nagar (47%)

Mulgaon(16%)

16

Kalyan Rly. Stn.

17

Dombivilli Rly Station

Model Mill (21%)

18

Vasai Road

As Origin

4.2

29

19

Virar Rly. Stn.

As Origin

3.1

24

Near by Virar (28%)

As Destination

3.7

27

Vartak Road (19%)

As Origin

2.14

14

Mira Road Station (52%)

As Destination

1.53

13

Mira Road Station (64%)

As Origin

1.46

11

B.P Road (21%)

As Destination

1.45

12

B.P Road (27%)

20

Mira Road Railway Station

21

Bhayandar Rly Stn

22

Borivali Rly Stn (Taxi)

Borivali Rly Stn (Auto)

23
24
25

Mankhrud Rly Stn

Vashi Rly Stn
CBD Belapur Rly Stn

As Origin

12.8

178

Jogeshwari (25%)

As Destination

15.5

205

Ghatkopar(14%)

As Origin

2.0

17

Near Borivali Stn (22%)

As Destination

2.4

22

Dhisara Checknaka (10%)

As Origin

1.53

12

Trombay & Around Mankrud (21%)

As Destination

2.8

21

BARC Colony (23%)

As Origin

1.9

15

Koperkhairane Colony (22%)

As Destination

2.1

17

Koperkhairane Colony (53%)

As Origin

2.2

19

Belapur Station (50%)

As Destination

3.6

30

Sector (29%)
Nerul (Sectors 14,16,18,20 & 22) (22%)

26

Nerul Rly Stn

As Origin

2.2

16

27

Panvel Rly Stn

As Origin

3.6

24

Khanda Colony (22%)

As Destination

4.5

30

Valap (27%)

PROFILING TRANSPORTATION SCENARIO

4-47

TRANSFORM
Avg. Trip
Sl. No.

Location

Len.
(km)

Cost
(INR)

2.7

18

Major Destination / Origin

(% trips)

28

Karjat Rly Stn

As Origin
As Destination

2.1

16

Around Karjat (50%)

29

Domestic Airport(Taxi)

As Destination

15.0

181

Sahara Int. Airport (14%)

Domestic Airport(Auto)

As Origin

1.7

11

Sahara Int. Airport (67%)

As Destination

7.7

58

Vile parle (16%)

30

International Airport

Karjat (45%)

As Origin

9.3

98

Bandra (25%)

As Destination

12.0

120

Colaba, Vashi, Kandivali (11%)

31

Hill Top Hotel

As Origin

12.5

110

Dadar,Bandra (25%)

32

Cuffee Parade Hotel

As Origin

12.4

162

Colaba, Nariman Point (19%)

33

Breach Canady Hospital

As Origin

5.1

62

Grant road (17%)

34

Lilavathi Hospital

As Origin

5.4

62

Grant road (18%)

35

Haffkine Hospital

As Origin

4.0

37

Parel (36%)

As Destination

4.2

40

Wadala (40%)

36

Heera Panna and Cross

Road Shopping Malls

As Origin

8.1

100

Mumbai Central (15%)

As Destination

14.5

162

Mumbai Central, Gandhi Nagar (25%)

37

Lower Parel Big Bazaar

As Origin

5.1

51

Prabadevi (19%)

As Destination

4.5

43

Dadar (43%)
Santa Cruz (19%)

38

Shopper Stop

As Destination

3.8

23

39

RMall

As Origin

2.3

16

Mulund (47%)

As Destination

3.4

27

Mulund (38%)

Juhu Beach(Taxi)

As Origin

7.4

81

Bandra (56%)

As Destination

6.6

65

Andheri (22%)

Juhu Beach(Auto)

As Destination

3.8

32

Bandra (25%)

41

Antop hill

As Origin

4.1

41

Dadar (30%)

42

Chembur

As Origin

2.6

23

Chembur Naka (34%)

As Destination

3.5

33

Navajivan, Kurla & Sindhi Society (13%)

As Origin

2.7

28

CST (22%)

40

43

Gateway of India

As Destination
7.1
79
Colaba & Kalaghoda (33%)
Note: The % figures shown in the brackets indicates, the % of users destinated/ originated to/ from the survey location.

4.3.9. PEDESTRIAN D ATA ANALYSES

103. Walk and non-motorised vehicles are principal modes of transport for most of the urban poor
in Indian cities. In case of MMR, walk is more of a rule. These modes are used by urban poor to
reach economic opportunities, health services, schools/colleges and other social services essential
for survival and well being. Unlike high income countries where walk is one of the choices, it is the
only option for commuting to work, even for long distance trips, for the urban poor as any other
mechanised mode is unaffordable including subsidised public transport (buses). Therefore, a
significant proportion of the population falls into the category of Forced pedestrians. This segment of
the population is dependent on walking to access various activities and facilities in the city.
104. In addition, public transport users walk at both the ends of their trip when they access public
transport systems. Forced pedestrians and public transport users, together, form the largest group of
road users. Yet, their need for a safe and convenient infrastructure continues to be ignored. In
pursuit of development, cities continue to invest in infrastructure which makes the environment for
the pedestrian even more hostile than at present. Hence there is a need of movement aimed at
improving the environment for pedestrians so that more journeys can be safely and enjoyable taken
on foot.
105. Most important finding from the conduct of Household Interview Survey has been that walk is
the most important mode of conveyance in MMR. Further, it is also the largest mode of conveyance
to go to work. General reaction has ranged from surprise to shock. It is counter-intuitive and goes
against the general perception held by most that trains are the most common mode of commuting to
4-48

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
work. More detailed analysis with respect to walk mode based on HIS analysis is presented in
Annexure 4-4. Pedestrian count surveys have been carried out at 18 major intersections and 34
major mid-block locations covering the major ULBs of MMR as part of the study for assessment of
need for grade separated pedestrian facilities.
106. The observed peak hour pedestrian counts at the intersection and mid block locations are
summarized in Table 4-26 and Table 4-27 respectively. As per the IRC:103-1988 Guidelines for
controlled crossings, a minimum of 200 pedestrians/hr crossing volume conflicting with 500 vehicles/
hr. situation in case of un-divided road and 750 vehicles/hr. in case of divided road warrants
provision of controlled crossing for safe pedestrian crossing. The peak hour pedestrian traffic
volume at the surveyed locations varies from 85 to 2618. From the past studies, the total mid-block
traffic volume at the surveyed locations is more than 750 vehicles during the peak periods. In the
future these figures are going to further increase. Hence, it is recommended that, at all the mid-block
locations, installation of pedestrian signals is recommended. Most of the intersection pedestrian
count locations are located on arterial roads, highways. Hence, for safe pedestrian movement, grade
separated pedestrian facilities are proposed at all the intersections. However, viability of the grade
separated pedestrian facilities at the intersections needs a detailed study with respect to Engineering
feasibility, economic viability.
Table 4-26: Summary of observed Peak Hour Pedestrian Counts: Intersections
Sl.No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

Location Name
Jn. of LBS Marg x road leading to Vikhroli railway station.
Jn. of LBS Marg x road leading to Kanjurmarg Rly station.
Jn. of GMLR x road connecting Govandi and Deonar.
Junction of SV road x Vaikuntlal Mehta Road, Vile Parle.
Junction of SV road SV road x MG road, Goregaon.
Shivaji Chowk Near Vashi Bus Depot
Junction Bellow Vashi Fly Over on Sion Panvel Highway
APMC Market Junction, Vashi
Junction Bellow Nerul Fly Over on Sion Panvel Highway
Jambli Naka
Teen Hath Naka
Chatrapati Shivaji Chowk (Old Pune Road)
Shivaji Chowk
Nehru Chowk
Indira Gandhi Chowk
Intersection near Ram Nagar Police Station
Intersection between MG Road & Deen Dayal Marg
Tilak Chowk

Location ID
IT-1
IT-2
IT-3
IT-4
IT-5
IT-6
IT-7
IT-8
IT-9
IT-10
IT-11
IT-12
IT-13
IT-14
IT-15
IT-16
IT-17
IT-18

Total Peak Hour

Volume of Pedestrians
9.00AM to 10.00 AM
579
5.45 PM to 6.45 PM
1209
12.15 PM to1.15 PM
3442
9.15 AM to10.15 AM
3675
6:45 PM to 7:45 PM
1443
7.00 PM to8.00 PM
1611
7.00 PM to8.00 PM
2958
10.00 AM to11.00 AM
1506
9:00 AM to 10:00 AM
3169
6:00 PM to 7:00 PM
5589
6:45 PM to 7:45 PM
2760
6:00 PM to 7:00 PM
1321
8:15 AM to 9:15 AM
5249
7:00 PM to 8:00 PM
7889
6:45 PM to 7:45 PM
2731
7:00 PM to 8:00 PM
6567
7:00 PM to 8:00 PM
3061
9:00 AM to 10:00 AM
1508
Peak Hour

Table 4-27: Summary of observed Peak Hour Pedestrian Counts: Mid Blocks
Area
Greater
Mumbai

Sl.
No
1
2
3
4
5
6
7
8

CIDCO

9
10
11
12
13
14
15
16

Location Name
Opposite IL&FS at Bandra_Kurla complex.
Opposite ICICI bank at Bandra_Kurla complex
Opposite R Mall shopping complex in Mulund.
On Eastern Express Highway, at Postal Colony near
Chembur.
On Eastern Express Highway, under Kannamwar Nagar
flyover.
On SV road near at NM Joshi Marg, Kandivali (west).
On Western Express Highway, at Saibaba Mandir, In Asha
Nagar, Kandivali (east).
On Western Express Highway, near Infant Jesus Church,
Shankarwadi, Jogeswari.
North of Turbhe Fly Over
North of Turbhe Fly Over
North of Airoli Station
Airoli Station
Near Bus Stop, South of Airoli Station
Near under pass, North of Rabale Station
Rabale Station
Near NOCIL, South Rabale Station

PROFILING TRANSPORTATION SCENARIO

Location
ID

Peak hour
7:00 PM
7:45 PM
2:45 PM
3:00 PM

Peak
Hour
Volume
730
476
758
405

M-1
M-2
M-3
M-4

6:00 PM to
6:45 PM to
1:45 PM to
2:00 PM to

M-5

5:45 PM to 6:45 PM

303

M-6
M-7

8:30 AM to 9:30 AM
12:30:00 AM to 1:30 PM

563
1543

M-8

6:00 PM to 7:00 PM

640

M-9
M-10
M-11
M-12
M-13
M-14
M-15
M-16

6:30 PM to 7:30 PM
9:45 AM to 10:45 AM
9:45 AM to 10:45 AM
9:00 AM to 10:00 AM
9:00 AM to 10:00 AM
7:00 PM to 8:00 PM
9:00 AM to 10:00 AM
8:45 AM to 9:45 AM

600
654
2165
177
680
718
1018
812

4-49

TRANSFORM
Area

Sl.
No
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34

TMC

KDMC

Location Name
Ghansoli Station
Near Bus Terminal, Sector 3, Koparkhairane
Kalamboli Fire Station
Junction Between NH4and Taloja Link Road ;Taloja
MSRTC, Old Pune Road, Panvel
Railway station Road, Old Pune Road, Panvel
ONGC, Old Pune Road, Panvel
Kharghar railway Station, Sion Panvel Road
Near Jagruthi Shivmandir on Sion Panvel Highway
LBS Marg: Castel Mill - Kolwad Jn
LBS Marg: Teen Petrol Pump - Hari Niwas
LBS Marg: Teen Petrol Pump - Almeda Road
Castel Mill - Court Naka
Vartak Nagar -Cadbury Jn
Kapurbhavdi Jn - Balkum Jn (Old Agra Road)
Kalyan Railway Station Rd (In front of Gate-1)
Kalyan Railway Station Rd (In front of Gate-2)
Kalyan Railway Station Rd (In front of Gate-3)

Location
ID

Peak hour

M-17
M-18
M-19
M-20
M-21
M-22
M-23
M-24
M-25
M-26
M-27
M-28
M-29
M-30
M-31
M-32
M-33
M-34

8:30 AM to 9:30 AM
11:45 AM to 12:45 AM
9:00 AM to 10:00 AM
5:30 PM to 6:30 PM
6:30 PM to 7:30 PM
6:45 PM to 7:45 PM
9:15 AM to 10:15 AM
5:00 PM to 6:00 PM
5:00 PM to 6:00 PM
7:00 PM to 8:00 PM
8:15 AM to 9:15 AM
8:30 AM to 9:30 AM
7:00 PM to 8:00 PM
7:00 PM to 8:00 PM
6:45 PM to 7:45 PM
8:45 AM to 9:45 AM
8:15 AM to 9:15 AM
8:15 AM to 9:15 AM

Peak
Hour
Volume
1096
1181
1238
416
1021
1122
85
1022
169
679
566
669
727
1910
481
2618
1303
1643

4.3.10. PARKING D ATA ANALYSES

107. Location wise parking analysis is presented in Annexure 4-5. Summary of parking analysis
is presented as follows:
General Observations:
(a) The average parking duration varies from 0.5 to 3.5 hrs, which is highly short term in nature, as most of the land
use near the road observed is commercial establishments. Generally, visitors to these commercial
establishments, delivery vehicles, etc. park the vehicles for short duration. Short term parking generally results
into more parking maneuvers causing more inconvenience to the traffic movement;
(b) On most of the corridors where parking surveys have been carried out, vehicles have been parked against the
parking signs and regulations, especially near Intersections, Petrol pumps, Bus Stops, Fire hydrants, etc. There
is no strict enforcement of parking regulation;
(c) At most of the surveyed parking locations, pavement markings for parking are absent;
(d) Part of the sections on Mahatma Gandhi Road (Thane) and Ahalya Devi Road are under Pay & Park operated by
TMC. At all the other survey locations, parking is free of cost;
(e) Adequate width for parking is not available on Mahatma Gandhi Road in Greater Mumbai area, Old Agra Road
near Shivaji Chowk (Kalyan), Gokhale Road and Old Agra Road near MM Thackeray Chowk which hinder the
traffic movement; and
(f) Parking demand on Mahatma Gandhi Road (Greater Mumbai), Turbhe Naka Road, Dronagiri Warehousing and
Industrial Area and Manpada Road is higher than the supply.

Specific Observations:
Municipal Corporation of Greater Mumbai area
LBS Marg
Parking demand is more than the supply except during lean periods;
Maximum demand/ supply ratio is observed during 11:00 to 12:00 hrs on West side of the carriageway and
17:00 to18:00 hrs on east side of the carriageway;
(c) Two wheelers, four wheelers and trucks were predominant with 23.9%, 27.9% and 18.3% share respectively
on West side of the carriageway and with 11.9%, 30.7% and 23.3% share respectively on east side of the
carriageway; and
(d) Average parking duration on west side and east side of LBS Marg is 2.3 and 2.2 hrs. respectively.
(a)
(b)

Saki Vihar Road

Parking demand is more than the parking supply during peak periods;
Maximum demand/supply ratio is observed in the interval of 09:00 to 10:00 hrs on East side of the carriageway
and 10:00 to11:00 hrs on West side of the carriageway;
(c) Composition of Two wheelers, Four wheelers and Auto rickshaws were predominant with 28.4%,23.9% and
23.6% share respectively on East side of the carriageway and with 25.9%,20.1% and 22.3% share
respectively on West side of the carriageway; and
(d) Average parking duration on West side and East side of Saki Vihar Road is 2.0 and 2.1 hrs respectively.
(a)
(b)

V. N. Purav Marg
(a)
(b)

4-50

Parking demand is less than the parking supply even during peak periods;
Maximum demand/supply ratio is observed in the interval of 11:00 to 12:00 hrs on North and South side of the
PROFILING TRANSPORTATION SCENARIO

TRANSFORM
carriageway;
Four wheelers, Two wheelers and Auto rickshaws were predominant with 37.1%, 23.3% and 28.9% share
respectively on North side of the carriageway and with 38.7%, 24.6% and 29.7% share respectively on South
side of the carriageway; and
(d) Average parking duration on North side and South side of V. N. Purav Marg is 1.3 and 1.2 hrs respectively.
(c)

Mahatma Gandhi Road

Parking demand is more than the supply during peak periods;
Maximum demand/supply ratio is observed in the interval of 10:00 to10:30 hrs on North side of the carriageway
and 09:00 to 9:30 hrs on South side of the carriageway;
(c) Two wheelers, Four wheelers and Auto rickshaws were predominant with 31.2%, 31.2% and 29.3% share
respectively on North side of the carriageway and with 31.8%, 22.6% and 31.3% share respectively on South
side of the carriageway; and
(d) Average parking duration on North side and South side of Mahatma Gandhi Road is 0.6 and 0.6 hrs
respectively.
(a)
(b)

Swamy Vivekananda Road

Parking demand is more than the supply during peak periods;
Maximum demand/supply ratio is observed in the interval of 10:00 to 10:30 hrs on West side of the
carriageway and 10:30 to11:00 hrs on East side of the carriageway;
(c) Two wheelers , Four wheelers and Auto rickshaws were predominant with 27.9%,30.4% and 27.5% share
respectively on West side of the carriageway and with 30.6%,30.4% and 29.7% share respectively on East
side of the carriageway; and
(d) Average parking duration on East side and West side of Swami Vivekananda Road is 0.6 and 0.6 hrs
respectively.
(a)
(b)

Navi Mumbai Area

Vashi-Koparkhairane Road
Parking demand is less than the supply even during peak periods;
Maximum demand/supply ratio is observed in the interval of 18:00 to19:00 hrs on West side of the carriageway
and 10:00 to11:0 0 hrs on East side of the carriageway;
(c) Four wheelers and Two wheelers were predominant with 44.5% and 40.0% share respectively on West side of
the carriageway and with 39.9%, 32.6% share on East side of the carriageway; and
(d) Average parking duration on West side and East side of Vashi-Koparkirne Road
is 1.4 and 1.1 hrs
respectively.
(a)
(b)

Turbhe Naka Road

Parking is more than the parking supply;
Maximum demand/supply ratio is observed in the interval of 16:00 to17:00 hrs on South side of the
carriageway;
(c) Four wheelers and Auto rickshaws were predominant with 55.2% and 21.7% share respectively on South side
of the carriageway; and
(d) Average parking duration on South side of Turbhe Naka Road is 1.9 hrs.
(a)
(b)

Vashi-Sector-17
Parking demand is less than the supply;
Maximum demand/supply ratio is observed in the interval of 17:00 to18:00 hrs;
Four wheelers and two wheelers were predominant with 64.43% and 21.07% share respectively on this area;
and
(d) Average parking duration on Vashi-Sector-17 Area is 1.8 hrs.
(a)
(b)
(c)

Airoli Mulund Link Road

Parking demand is less than the parking supply even during peak periods;
Maximum demand/supply ratio is observed in the interval of 16:00 to 17:00 hrs on North side of the
carriageway and 18:00 to 19:0 0 hrs on South side of the carriageway;
(c) Two wheelers and Four wheelers were predominant with 78.9 % and 14.1 % share respectively on North side
of the carriageway and with 59.5 %, 30.2 % share on South side of the carriageway; and
(d) Average parking duration on North side and South side of Airoli Mulund Link Road
is 1.2 and 1.8 hrs
respectively.
(a)
(b)

Dronagiri Warehousing and Industrial Area

(a)
(b)
(c)
(d)

Parking demand is very high;

Maximum demand/supply ratio is observed in this area in the interval of 11:00 to 12:00 hrs;
Truck-trailers and LCVs were predominant with 73.9 % and 14.0 % share respectively; and
Average parking duration on Dronagiri Warehousing & Industrial Area is 3.3 hrs.

PROFILING TRANSPORTATION SCENARIO

4-51

TRANSFORM
Kalamboli Warehousing Area
Parking Demand is less than the parking supply;
Maximum demand/supply ratio is observed in the interval of 10:00 to11:00hrs on West side of the carriageway
and 08:00 to 09:00 hrs on East side of the carriageway;
(c) Trucks and Auto rickshaws were predominant with 84.8 % and 5.8 % share respectively on West side of the
carriageway and with 76.9 % Trucks, 15.3 % Two wheeler share on East side of the carriageway; and
(d) Average parking duration on West side and East side of Kalamboli Warehousing Area is 2.4 and 2.6 hrs
respectively.
(a)
(b)

Thane Municipal Corporation (TMC) Area

Gokhale Road
Parking demand is less than the supply even during peak periods;
Maximum demand/supply ratio is observed in the interval of 17:00 to 18:00 hrs on North side of the
carriageway and 14:00 to 15:00 hrs on South side of the carriageway;
(c) Two wheelers and Four wheelers were predominant with 61.2 % and 20.7 % share respectively on North side
of the carriageway and with 34.0 % and 36.9 % share respectively on South side of the carriageway; and
(d) Average parking duration on North side and South side of Gokhale Road is 1.3 and 1.4 hrs respectively.
(a)
(b)

Mahatma Gandhi Road, Thane Municipal Corporation

Parking demand is more than the parking supply even during peak periods;
Maximum demand/supply ratio is observed in the interval of 16:00 to17:00 hrs on East side of the carriageway
and 15:00 to 16:00 hrs on West side of the carriageway;
(c) Two wheelers and Four wheelers were predominant with 30.6 % and 37.1 % share respectively on East side of
the carriageway and with 56.1 % and 27.6 % share respectively on West side of the carriageway; and
(d) Average parking duration on East side and West side of Mahatma Gandhi Road, Thane Municipal Corporation
is 2.1 and 2.0 hrs respectively.
(a)
(b)

Ahilya Devi Road

Parking demand is less than the supply;
Maximum demand/supply ratio is observed in the interval of 18:00 to 19:00 hrs on both South and North side of
the carriageway;
(c) Two wheelers and Four wheelers were predominant with 46.1 % and 38.5 % share respectively on South side
of the carriageway and with 49.8 % and 36.7 % share respectively on North side of the carriageway; and
(d) Average parking duration on South side and North side of Ahalya Devi Road is 1.7 and 1.7 hrs respectively.
(a)
(b)

Collectors Road
Parking demand is less than the supply even during peak periods;
Maximum demand/supply ratio is observed in the interval of 12:00 to 13:00 hrs on North side of the
carriageway and 8:00 to 9:00 hrs on South side of the carriageway;
(c) Two wheelers and Four wheelers were predominant with 60.6 % and 33.0 % share respectively on North side
of the carriageway and 66.7 % and 22.2 % share respectively on South side of the carriageway; and
(d) Average parking duration on North side and South side of Collectors Road is 2.5 and 2.1hrs respectively.
(a)
(b)

Old Agra Road near MM Thackeray Chowk

Parking demand is slightly more than the supply;
Maximum demand/supply ratio is observed in the interval of 09:00 to 10:00 hrs on West side of the
carriageway and 15:00-16:00 on East side of the carriageway;
(c) Two wheelers and Auto rickshaws were predominant with 45.8 % and 23.2 % share respectively on West side
of the carriageway and with 41.1 %, 22.2 % share of Two wheelers and Four wheelers respectively on East
side of the carriageway; and
(d) Average parking duration on West side and East side of Old Agra Road near MM Thackeray Chowk is 2.5 and
1.8 hrs respectively.
(a)
(b)

Old Agra Road near Big Bazaar

Parking demand is less than the supply even during peak periods;
Maximum demand/supply ratio is observed in the interval of 10:00 to11:00 hrs on South side of the
carriageway and also North side of the carriageway;
(c) Two wheelers and Auto rickshaws were predominant with 45.8 % and 23.2 % share respectively on South side
of the carriageway and with 41.1 % Two wheeler and 26.8 % Four wheeler share on North side of the
carriageway; and
(d) Average parking duration on South side and North side of Old Agra Road near Big Bazaar is 3.0 and 3.3 hrs
respectively.
(a)
(b)

Kalyan Dombivili Municipal Corporation (KDMC) Area

Phadke Road (Dombivili)
(a)
(b)

4-52

Parking demand is less than the supply even during peak periods;
Maximum demand/supply ratio is observed in the interval of 15:00 to 16:00 hrs on North side of the
carriageway and 08:00 to 09:00 hrs on South side of the carriageway;
PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Two wheelers and Auto rickshaws were predominant with 71.3 % and 19.0 % share respectively on North side
of the carriageway and with 63.3 %, 25.5 % share respectively on South side of the carriageway; and
(d) Average parking duration on North side and South side of Phadke Road (Dombivili) is 1.6 and 1.3 hrs
respectively.
(c)

Manpada Road (Dombivili)

Parking demand is more than the supply;
maximum demand/supply ratio is observed in the interval of 13:00 to 14:00 hrs on East side and West side of
the carriageway;
(c) Two wheelers and Four wheelers were predominant with 81.2 % and 7.4 % share respectively on East side of
the carriageway and with 32.2 % Two wheeler and 30.7 % Auto rickshaws share on West side of the
carriageway; and
(d) Average parking duration on East side and West side of Manpada Road (Dombivili) is 2.1 and 1.2 hrs
respectively.
(a)
(b)

Old Agra Road near Shivaji Chowk (Kalyan)

Parking demand is less than the supply even during peak periods;
Maximum demand/supply ratio is observed in the interval of 13:30 to 14:00 hrs on East side of the carriageway
and 14:00 to 14:30 hrs on West side of the carriageway;
(c) Two wheelers and Four wheelers were predominant with 41.1 % and 28.8 % share respectively on East side of
the carriageway and with 43.7 % , 32.4 % share respectively on West side of the carriageway; and
(d) Average parking duration on East side and West side of Old Agra Road near Shivaji Chowk (Kalyan) is 1.0 and
1.1 hrs respectively.
(a)
(b)

KDMC Road (Kalyan)

Parking demand is less than the supply even during peak periods;
Maximum demand/supply ratio is observed in the interval of 11:30 to12:00 hrs on South side of the
carriageway and 13:30 to 14:00 hrs on North side of the carriageway;
(c) Two wheelers and Four wheelers were predominant with 49.4 % and 38.1 % share respectively on South side
of the carriageway and with 89.2 % Two wheeler, 6.1 % Auto rickshaws share on North side of the
carriageway; and
(d) Average parking duration on South side and North side of KDMC Road near Shivaji Chowk (Kalyan) is 1.1 and
1.2 hrs respectively
(a)
(b)

4.3.11. INTERNAL GOODS TRAVEL D EMAND

108. The MMR region is well connected with rest of the India by road, rail and air transport.
Goods traffic movement within the region as well as its interaction with rest of the India needs to be
modelled as part of the overall travel demand modelling for base year (2005) and horizon year
(2031). For analysis purpose, at strategic level, the MMR has been divided into 71 internal zones
and 9 external zones (i.e. outer cordon locations).
109.
(a)
(b)
(c)

The components of the goods vehicle matrices are as follows:

External-Internal (E-I) and Internal-external (I-E): either the origin or the destination is outside the MMR;
External-External (E-E): Both origin and destination are outside the MMR; and
Internal-Internal (I-I): Both origin and destination zones are within the MMR.

110. First and second components of goods vehicle matrix for base year have been developed
from the road side interview (RSI) survey data collected at outer cordon locations and the details are
presented in the following section under external travel pattern. The third component has been
developed partially from the RSI carried out at sub-regions cordons (SRCs) locations, inner cordons
(ICs), mid-block locations and level crossing counts and this is strengthened by facility available in
EMME software which uses the partial matrix as seed matrix and adjusts the OD cells in such a way
that, the assigned flows are approximately equal to the observed flows across SRCs, ICs, SLCs,
MBs and LCs. Thus, a total base year goods vehicle matrix has been estimated. The procedure
followed in developing the internal goods travel matrices is as follows:
111. The OD information collected from sub-regional cordon location, inner cordon locations
include the trips within the study area i.e. internal to internal as well as from the MMR to the rest of
the country (internal to external and external to internal). Moreover, the trip information is repeated at
the ICs and SLs as the survey includes the trips made from anywhere to anywhere. Hence,
systematic removal of duplication of trips captured at different locations is required to prepare true
PROFILING TRANSPORTATION SCENARIO

4-53

TRANSFORM
internal goods vehicle trip matrices. Systematic cordon lines and screen lines have been prepared in
such a way that, duplication of trips is removed. The following inner cordons and screen lines have
been considered for this purpose and the details are shown in Figure 4-75.
IC1, IC2, IC3 and IC4;
Screen Line A: Separating Greater Mumbai from the rest of the region: SRC1-5, SRC1-2, SRC1-3 locations;
Screen Line B: Separating Sub regions 2, 3 and 5 from Greater Mumbai and sub-regions 4,6 and 7: SRC5-7,
SRC2-4, SRC3-4, SRC3-6 locations;
(d) Screen Line C: Interaction between Sub Region 2 and Sub Region 3;
(e) Screen Line D: Interaction between Sub Region 4 and Sub Region 7; and
(f) Screen Line E: Interaction between Sub Region 6 and Sub Region 7.
(a)
(b)
(c)

112. Interaction between the zones located below IC1 and in between IC1 and IC2 is analysed to
start with. Then the interaction between zones located between IC1 and IC2 and IC2 and IC3 have
been considered. Similar procedure is followed by grouping the zones located between two
consecutive ICs or screen lines and analysis has been carried out to estimate the different portions
of the trip matrix. Interaction between sub-region 2 and 3, sub-region 4 and 7, sub-region 6 and 7 is
carried out separately.
113. The trip matrices captured from the above process is being combined finally to obtain the
total goods vehicle travel for particular mode (LCV, 2 Axle Truck, etc.). Hence, separate OriginDestination matrices are developed for LCVs, 2 Axle, 3 Axle and MAVs. These matrices are
multiplied by appropriate PCU factor and combined into a single PCU matrix. This is called as seed
matrix.
114. The traffic volume count data of OD survey locations include both internal travel trips (I-I) and
external travel trips (I_E, E-I and E-E). Based on the OD surveys carried out at outer cordon
locations, the external travel trips are deducted at the sub-regional cordon location and inner cordon
traffic count locations to reflect the internal goods travel at these locations. The estimated goods
travel considering the internal travel seed matrices and external travel matrices obtained from outer
cordon analysis is presented in Table 4-28.
Table 4-28 Estimated Daily Goods Vehicle Travel (Before adjustment)
Component
Veh.
I-I
57,911
I-E
18,886
E-I
17,076
E-E
5,105
Total
98,978
Note: Internal-Internal is trips from seed matrices

PCUs
1,49,278
55,620
49,866
15,453
2,70,216

Veh.
59%
19%
17%
5%
100%

PCUs
55%
21%
18%
6%
100%

115. Using the demad macro of EMME software, the seed matrix has been adjusted in such a way
that, the assigned flows are matched with the observed ground count. The matrix obtained from the
demand adjustment process is called adjusted demand or internal goods travel matrix. The internal
goods travel demand is presented in Table 4-29.
Table 4-29 Estimated Daily Goods Vehicle Travel
Component
I-I
I-E
E-I
E-E
Total
Note: I-I is trips from adjusted matrices

Veh.
62,645
18,886
17,076
5,105
1,03,712

PCUs
1,72,150
55,620
49,866
15,453
2,93,088

Veh.
60%
18%
16%
5%
100%

PCUs
59%
19%
17%
5%
100%

116. The external goods vehicle travel trips in the form of OD matrices (separately for LCVs, 2
Axle, 3 Axle and MAVs) are compiled from the detailed analysis of OD surveys and traffic count data
carried out at Outer Cordon locations. These matrices are multiplied by appropriate PCU factor and
combined into a single PCU matrix.
4-54

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
117. A total goods travel matrix is prepared by summing the internal goods travel matrix and
external goods travel matrix. The estimated goods travel considering the adjusted internal travel
matrices and external travel matrices obtained from Outer Cordon analysis is presented in Table
4-29.
Legend

rdon
Outer Co

Goods Vehicle Travel Analysis

kj

'4

O C_0 1

kj

^_

LC_SH4 0

OC_ 02

Inner Cordon Lines

SRC_ 57 01

Screen Line A
Screen Line B

Sc reen

Line B

^_

^_

SRC_2 50 1

^_

SRC_1 5 02

^_

^_

IC4

&

SRC_1 20 1

^_

IC_ 408

OC _04

'4
^_

SRC_1 30 1

&

^_

MB _05

LC_SH3 5

SRC _34 01

^_

SRC_ 47 01

Line D
Scr een

SRC_2 30 2

Line C
Scr een

MB _02

O C_0 5

SRC_2 30 1

IC_ 40 9

MB _1 0

MB_ 01 &
-

^_

SRC_ 12 02

^_

MB _11
IC_ 4 07
&

IC _4 01

MB_0 7

&

&

IC _3 01

kj

kj
^_

LC _29 A

IC_ 40 5 IC_ 406

IC _4 03 IC_4 04
IC_ 40 2

IC3

SRC_ 24 02

LC_3 1

IC_ 308 IC_ 30 9

LC _01
IC_ 30 10
IC_ 302 IC_ 30'44
IC_ 306 IC_ 30 5
IC _3 011
IC_3 03

^_

ordon
Outer C

'4

SRC_4 70 2

SR C_24 0 1

^_

'4

OC_ 03

SRC_5 7 02

^_

Line
ScreenSRC _15 01

Cordon Line
kj

SRC_ 13 02

MB_ 06

&

MB_ 09

&

SRC _36 01

&

IC2

IC_ 2 01 IC_2 05

IC1

IC_ 102
I C_1 01 IC_ 10 5IC_ 10 6
IC _1 04
IC_ 10 3

^_

MB _0 3

^_

IC_ 206 IC_ 20 7

IC_ 20 3IC _2 04

SR C_3 70 1
SRC_3 6 02
^_ MB_ 08

&

kj

eE
L in
^_

SRC_ 67 01

kj

O C_0 8

ine B
Sc reen L

kj

Sc

re e
nL
in e

n
ree
Sc

OC _06

O C_0 7

Legend
Traffic survey locations
MB_ 04

&

kj

OC _09

Type
IC

Cordon
Outer

'4

LC

&

MB

kj

OC

^_

SRC

Figure 4-75: Concept for Preparing Goods Vehicle Travel Seed Matrix

118. Comparison of total goods vehicle travel estimated for Greater Mumbai /MMR from the
previous studies (Annexure 4-6) and present study is presented in Table 4-30.
Table 4-30 Estimated Daily Goods Vehicle Travel in the Past Studies
Sl. No.

WSA, 1961
(Vehicle)
BMR

Total MMR
Internal
External
Total
63,000
Internal: I-I, External: I-E, E-I and E-E

CRRI, 1979
(Vehicle)
BMR
71,000
10,000
81,000

PROFILING TRANSPORTATION SCENARIO

MMPG, 1996
(Vehicle)
Greater Mumbai
72,315
54,428
1,26,743

WFSL, 2005
(PCUs)
Greater Mumbai

2,33,000

(PCUs)
MMR
1,72,152
1,20,938
2,93,088

4-55

TRANSFORM
4.4.

EXTERNAL TRAVEL PATTERN

4.4.1. DESCRIPTION OF O UTER CORDON LOCATIONS AND CONDUCT OF SURVEY

119. External demand i.e. passenger and goods vehicle travel from
the study area to outside the study area (internal to external), from
outside to inside of the study area (external to internal) and outside of
the study area to outside (external to external) play crucial role,
especially traffic flows on corridors connecting the study area with rest
of the study area (i.e. NHs and SHs), sub-regional corridors connecting
the sub-regions (i.e. Vashi Creek Bridge, Airoli Bridge, Western
Express Highway (WEH), Eastern Express Highway (EEH), SionPanvel Highway, Thane-Ghodbunder Road, etc.), corridors connecting
the ports (Wadala Truck Terminal Road, Rafi Ahmed Kidwai Road, P
DMello Road, NH4B, SH54, etc.).
120. The external travel for the base year is assessed from the Figure 4-76: Outer Cordon
classified traffic count survey, occupancy survey and OD survey Survey Locations
carried out at 9 outer cordon locations for 24 hours. The survey locations are shown in Figure 4-76
and Table 4-31.
Table 4-31: Outer Cordon Survey Locations and Survey Dates
Location ID

Name of Road

Location

Date
rd

OC1

National Highway 8

Near Tansa River

3 May, 2005

OC2

State Highway 35

Near Ambadi Naka

5th May, 2005

OC3

National Highway 3

Talwali-Near Kasna

10th May, 2005

OC4

Major State Highway 2

Goveli Gaon

11th May, 2005

OC5

State Highway 43

Rahtoli

13th May, 2005

OC6

State Highway 38

Near Karjat Junction

17th May, 2005

OC7

National Highway 4

Near Khopoli

25th May, 2005

OC8

Mumbai-Pune Expressway

Near Toll Plaza

1st June, 2005

OC9

National Highway 17

Nayagaon

19th May, 2005

121. The sample size achieved in RSI survey for personalised vehicles, buses and goods vehicles
is 13.58%, 64.58% and 25.9% respectively.
4.4.2. TRAFFIC VOLUME CHARACTERISTICS
122. Daily traffic observed at the outer cordon locations and its
directional splits are given in Table 4-32 and Figure 4-77. Total daily
traffic, location wise in descending order is presented in Figure 4-78.
Nearly 48,000 vehicles enter MMR everyday and almost same number
leaves. Nearly 90% of this traffic is from north and south side of the region
with very little from the east side. Out of total traffic in the MMR, the traffic
moving in the northern direction is around 40,000 vehicles, eastern
direction 8,600 vehicles and southern direction is 45,200 vehicles. Nearly 11,500 vehicles enter
MMR on NH8 and an equal number leaves it. SH43 (road leading out towards Murbad in east) is
used by least number of vehicles. The directional split at all locations is balanced 50% traffic in each
direction. The share of traffic handled by inter-city corridors is presented in Figure 4-79. The major
traffic handling corridors are NH8 (29.7%), Mumbai-Pune Expressway (20.2%), NH17 (13.5%) and
NH4 (11.6%).
123.

The average traffic composition observed at outer cordon locations is presented in Figure

4-56

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
4-80. Traffic composition of cars/two wheelers, buses and commercial vehicles (trucks/LCVs) is
42.2%, 7% and 43.4% respectively.
Table 4-32: Daily Traffic and Directional Split at Outer Cordon Survey Locations
Location

ID

11400
7600

3
NH

3 ashik
N

Daily Traffic (Veh. or PCUs)

To W ada

To

Thane

Greater
Mumbai

Kalyan
Dombivali

5100
4900

MSH2
SH43

300
300

To Murbad

800
900

SH
38
Mu
rb
ad

Navi Mumbai
Panvel

To

E
MP

Uran

Directional Split
To MMR From MMR
50.4
49.6
48.7
51.3
39.6
60.4
48.5
51.5
50.0
50.0
50.0
50.0
58.1
41.9
48.8
51.2
47.9
52.1

Pu
ne

MPE

NH17

NH4

NH3

SH35

MSH2

SH35

SH43

OC8

OC9

OC7

OC3

OC2

OC4

OC6

OC5

00 0
892 10
1

ne
Pu

00
1 2960 0
11

00
1 971600
1

a
Go

OC2 (SH35)

NH8
OC1

To

To

Figure 4-77: Traffic Flow at Outer Cordon

Count Locations (In PCUs/day)

5.52%

Veh.
PCU

OC4 (MSH2)

60000
55000
50000
45000
40000
35000
30000
25000
20000
15000
10000
5000
0

4
NH

To

7
NH1

Alibagh

Total
Vehicle
PCU
22 800 53 900
9 000 14 200
9 100 19 000
6 800 10 000
500
600
1 200
1 700
9 300 21 000
21 700 36 600
14 200 24 500
95 000 182 000

SH35

26800
27200
NH8

To Ahmedabad

1
Virar

OC1
OC2
OC3
OC4
OC5
OC6
OC7
OC8
OC9

Daily Traffic
From MMR
Vehicle
PCU
11 300 26 800
4 600
7 400
5 500 11 400
3 500
5 100
300
300
600
800
3 900
8 900
11 100 19 100
7 400 12 900
48 000 93 000

74 0
6 9 000

NH8
SH35
NH3
MSH2
SH43
SH38
NH4
Mumbai Pune Expressway
NH17
Overall

To MMR
Vehicle
PCU
11 500 27 200
4 300
6 900
3 600
7 600
3 300
4 900
300
300
600
900
5 400 12 100
10 600 17 600
6 800 11 600
47 000 89 000

OC6 (SH38)
0.96%

Figure 4-78: Location wise Total Daily Traffic in Descending

Order: Outer Cordon Locations

MAV
3.96%

OC5 (SH43)
0.30%

Tractor Trolly
0.05%

Tractor
0.07%

Cycle
0.85%

Animal Drawn
0.07%

3-Axle Truck
7.13%

7.84%

29.70%

Two Wheeler
10.87%
Auto Rickshaw (3W)
2.57%

OC1 (NH8)

OC3 (NH3)

Others
0.04%

Maxi Cab (3W)

3.15%

2-Axle Truck
23.88%

10.44%

Taxi
0.70%

OC7 (NH4)
11.57%
OC8 (MPE)
OC9 (NH17)

20.16%

13.49%

Figure 4-79: Location wise Total Daily Traffic

Contribution: Outer Cordon Locations

LCV
8.40%
Other Std. Bus
BEST (DD)
2.75%
0.00%

BEST/Govt. Bus (SD)

3.84%

Mini Bus
0.43%

Car/Jeep (exc. Taxi)

31.26%

Figure 4-80: Traffic Composition: Outer Cordon Locations

124. Hourly flow variation of traffic observed at outer cordon locations is presented in Figure 4-81.
Locations OC2, OC3, OC6 and OC9 have peak periods in the range of 16:00 to 21:00. Lean period
is observed between 0:00 to 7:00 except for OC: 08.

PROFILING TRANSPORTATION SCENARIO

4-57

TRANSFORM
1500
1400
1300
1200
1100
1000

NH8

900

SH35
NH3

800

MSH2

700

SH43
SH38

600

NH4
Express
NH17

500
400
300
200
100

23:00

22:00

21:00

20:00

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

06:00

05:00

04:00

03:00

02:00

01:00

00:00

Figure 4-81: Hourly Variations of the Traffic at all Outer Cordons-Direction Wise (In Vehicles)

125. Road category wise daily traffic and share are presented in Table 4-33. The analysis
indicates that the four NHs connecting the region with rest of the country (Mumbai-Ahmedabad: NH8,
Mumbai-Pune: NH4 and Mumbai-Goa: NH17 and Mumbai-Nashik: NH3) handle 59% of the total
traffic. Mode wise traffic on National Highways is presented in Table 4-34. Out of these, NH8
connecting the state of Gujarat in the north, carries more than 40% of vehicles. Mumbai Pune
Expressway alone carries 23% of the total traffic. Cars and two-axle trucks dominate the vehicular
composition with around 23% and 30% shares.
Table 4-33: Traffic Handled by Various Road Categories
Road Category
Expressways
National Highways
Major State Highways
State Highways
Total

Traffic Volume (Veh.)

22 000
55 000
7 000
11 000
95 000

Share (% )
23
59
7
11
100

Table 4-34: Vehicular Types on Various National Highways of Outer Cordon

Vehicle Type
Two Wheeler
Auto Rickshaw
Maxi Cab
Taxi
Car/Jeep/Van
Mini Bus
BEST/Govt. Bus
BEST (DD)
Other Std. Bus
LCV
2-Axle Truck
3-Axle Truck
MAV
Tractor Trolley
Tractor
Total
Percentage

4-58

NH-8

NH-3

NH-4

NH-17

Total NH

Share (% )

1024
290
8
22
6334
48
55
319
1232
8516
2897
1959
3
3
22710
41%

1031
345
3
28
1993
14
214
183
1216
2996
801
230
5
6
9065
16%

935
118
500
1
1081
14
653
241
1957
2326
890
569
11
9296
17%

2487
577
1503
31
3392
102
1079
772
363
2627
796
207
11
15
13962
25%

5477
1330
2014
82
12800
178
2001
1515
4768
16465
5384
2965
19
35
55033
100%

10.0
2.4
3.7
0.1
23.3
0.3
3.6
0
2.8
8.7
29.9
9.8
5.4
0.03
0.1
100.0

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
4.4.3. TRAVEL C HARACTERISTICS
126. For external travel demand analysis, a coarse zoning system of 40 super-zones for MMR is
adopted and the zoning system is presented in Figure 4-82. Due care is taken of socio economic,
demographic and land use pattern before finalising these groups. The external zoning systems within
the state of Maharashtra and across the country are presented in Figure 4-83 and Figure 4-84
respectively.

Figure 4-82: Super Zones (Zone Groupings) for MMR

Figure 4-83: Traffic Zoning of Maharashtra State

PROFILING TRANSPORTATION SCENARIO

4-59

TRANSFORM
Jammu
Kashmir
Himachal
Pradesh
Haryana

Arunachal
Pradesh

Punjab New Delhi

Uttar
Pradesh

Rajasthan
Gujarat

Gujarat

Madhya
Pradesh

Bihar

Meghalaya Assam

West
Bengal

Mizoram

Chatisgarh
Orissa
Andhra
Pradesh
Karnataka

Kerala Tamil
Nadu

Figure 4-84: External Traffic Zones Across the Country

Passenger Travel Characteristics:

Thousands

127. Nearly 63% of total traffic (in vehicles) moving out of the region originates from Greater
Mumbai, the mother city of the region (Figure 4-85). O-D characteristics specific to major urban
areas of MMR is presented in Table 4-35. Greater Mumbai has the highest number of trips with a
share of 50.5% and 57.5% of the total traffic attracted and produced. The major trip generators are
Greater Mumbai, Kalyan, Navi Mumbai and Thane and others are with moderate shares varying from
5 to 10%.
80

Veh. Passengers
Bus Passengers

70
60
50
40
30
20
10

Kh
op
ol
i
Ka
rj a
t

Ur
an

ur

rn
at

be

dl
ap

A
m

Ba

Al
ib
ag

Pe
n
Re
gi
on
N
av
iM
um
.
Do
m
bi
vi
li
Va
sa
iV
i ra
B
r
ha
ya
nd
Ul
ar
ha
sn
ag
ar
Bh
iw
an
di

e
Th
an

M
C
G

M
K
al
ya
n

Figure 4-85: Distribution of Passenger Moving out of MMR by Place of Origin

4-60

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Table 4-35: O-D Characteristics of Passengers with in MMR (No. of Persons)
Sl. No.

Productions

Attractions

Greater Mumbai

49950

57.50

43464

50.50

Navi Mumbai

4324

4.98

8681

10.09

Thane

5533

6.37

6480

7.53

Dombivili

3102

3.57

1513

1.76

Kalyan

6028

6.94

3960

4.60

Mira Bhayandar

2175

2.50

706

0.82

Vasai-Virar Region

2339

2.69

2388

2.77

Bhiwandi

1110

1.28

1923

2.23

Ulhas Nagar

1.47

Urban Zone

1288

1.48

1262

10

Ambernath

218

0.25

518

0.60

11

Badlapur

532

0.61

525

0.61

12

Matheran

0.00

311

0.36

13

Karjat

76

0.09

250

0.29

14

Khopoli

115

0.13

128

0.15

15

Pen

4726

5.44

8322

9.67

16

Alibag

533

0.61

486

0.56

17

Uran

18

Rest of MMR
Total

142

0.16

0.00

4674

5.38

5150

5.98

86865

100

86067

100

128. Vehicle movement pattern at the outer cordon is presented in Figure 4-86. It is evident that
the bypassable total traffic, goods vehicle traffic, bus traffic and other traffic is 7.78%, 12.43%, 3.86%
and 4% respectively. High percentage bypassable goods vehicle traffic is an indication of the need
for providing a ring road system connecting the inter-city roads by skirting the built-up areas. Desire
line diagrams for passenger vehicles, bus and goods vehicles is presented in Figure 4-87 and based
on the desires, the following inferences have been made: (a) Greater Mumbai is the major external
traffic generator; and (b) Island City of Mumbai is the major generator for external bus traffic. The
major entry points are from Pune, Goa and Ahmedabad.

17,076 Veh. /day

43,403 Veh./day
MMR

(45.86%)

MMR

(41.58%)

23,000 Veh./day

3,327 Veh./day
MMR

(50.59%)

MMR

(49.00%)

43,883 Veh./day

18,887 Veh. /day

2,996 Veh. /day

22,000 Veh./day

(46.37)

(45.99%)

(45.55%)

(47.00)

7,360 Veh./day

5,106 Veh. /day

254 Veh. /day

2,000 Veh./day

(7.78%)

(12.43%)

(3.86%)

(4.00%)

Total Traffic

Goods Traffic

Bus Traffic

Other Traffic

Figure 4-86: Vehicle Movement Pattern at Outer Cordon Locations

PROFILING TRANSPORTATION SCENARIO

4-61

TRANSFORM
33

33

15

15

33

26
15

28

26

28

6
1

14

6
2

27

8
2

16
13

14

17

27

12
18
16

06
1

13

14

27

17
1

19

2
8
1

07

06

3
1

11
2

17

12
18

19
03

06

7
0

11

04

19

2
9

07

05
0

03

9
0

29

04

03

05

04

2
0

08

09
05
08

20

09

2
0

02

01

20
20

1
2

10

1
0
01

25

31

1
2

0
1

21

10

30

25

31

25
31

30

30

22

23

22

23

23

35

4
2

35

24

35

24

34

External Traffic: Desire Lines

Diagram for Passenger Vehicles

External Traffic: Desire

Lines Diagram for Bus

External Traffic: Desire Lines

Diagram for Goods Vehicles

Figure 4-87: External Traffic: Desire Line Diagrams

Average Trip Length:

129. Location wise and mode wise average trip length (ATL) details are presented in Table 4-36.
On an average, cars intercepted at outer cordons travel most in a single journey. Average trip length
for cars is about 160 km followed by taxi with an ATL of 110 km. It is interesting to note that even
bicycles have considerable trip length (10 km), though numbers are not much. Among different
locations, Expressway and NH17 showed higher average trip lengths of all modes, closely followed
by NH4. Trip length distribution for passenger vehicles is presented in Figure 4-88. It can be inferred
that, 70% of the passenger vehicles have trip length less than 50 km.
Table 4-36: Mode wise Average Trip Length (km) at Different Locations
Location
ID
NH8
OC:01
SH35
OC:02
NH3
OC:03
MSH2
OC:04
SH43
OC:05
SH38
OC:06
NH4
OC:07
Express
OC:08
NH17
OC:09
Overall Average

100
90
80
70
60
50
40
30
20
10
0

Two Wheeler
77
31
74
45
19
30
63
0
60
44

Percentages %

<=50

50-100

Auto
68
19
66
42
14
22
54
0
21
34

Maxi Cab Taxi

23
98
17
80
63
84
40
72
16
25
24
0
24
127
0
212
36
298
27
111

Car/ Jeep/Van
316
79
198
126
49
61
122
229
254
159

Cycle
8
10
8
11
10
11
10
15
8
10

All Average
98
39
82
56
22
30
67
152
113
73

Cumulative Percentages

100-500

500-1000

>1000

Figure 4-88: Trip Length Frequency Distribution for Passenger Vehicle

4-62

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Trip Purpose:
130. Purpose wise distribution of passenger trips by private vehicles and IPT modes is presented
in Figure 4-89. Most trips are work related and other important purposes reported are business,
entertainment and social.
100%
90%
80%
70%

Education
Shopping

60%

Health
Home (Return)

50%

Others
Social
Business

40%

Entertain.
Work

30%
20%
10%

ag

Ur
Re
an
st
of
M
M
R

Pe
n

Al
ib

M
Na CG
M
vi
M
Th
um
an
ba
e
(R
i
ai
l .S
tn
.
)
Do
m
bi
vi l
i
Ka
M
i ra
ly
a
Bh
n
Va
ay
sa
an
i-V
de
i ra
rR r
eg
io
n
Bh
iw
an
Ul
di
ha
s
Na
g
ar
Am
be
rn
at
h
Ba
dl a
pu
r
M
at
he
ra
n
Ka
rj a
t
Kh
op
ol
i

0%

Figure 4-89: Purpose-wise Distribution of Passenger Trips: Outer Cordon Locations

Occupancy Analysis:
9
8
7
NH8
SH35
NH3
MSH 2
SH43
SH38
NH4
Express
NH17

Occupancy

131. Location wise and mode wise occupancy values

observed are presented in Figure 4-90. Among various
different modes, IPT modes such as maxi cabs and
taxis showed highest occupancy ranging between 5
and 8. On eastern locations such as those on NH3,
MSH2 and SH43, it is consistently high with more than
eight passengers per vehicle. Similar locational trend is
observed with cars having higher occupancy in eastern
locations. Two wheeler and cycles had more or less
similar occupancy values across the locations.

5
4
3
2
1
0
Two Wheeler

Auto
rickshaw

Maxi Cab

Taxi

Car/Jeep/Van

C ycle

Mode

Figure 4-90: Occupancy (persons/vehicles) at

132. Direction wise, average occupancy of buses at outer cordons

all the outer cordon locations are presented in Table
4-37. The maximum occupancy observed is 43 at OC: 07 in Pune to Panvel direction.
Table 4-37: Average Occupancies of the Bus at Various Outer Cordons-Direction Wise
Location ID
OC:01
OC:01
OC:02
OC:02
OC:03
OC:03
OC:04
OC:04
OC:05
OC:05

Direction
Ahmedabad to Mumbai
Mumbai to Ahmedabad
Vaada to Mumbai
Mumbai to Vaada
Nashik to Mumbai
Mumbai to Nashik
Murbad to Mumbai
Mumbai to Murbad
Barvi Dam to Mumbai
Mumbai to Barvi Dam

PROFILING TRANSPORTATION SCENARIO

Average Occupancy
27
35
31
29
31
35
35
38
27
16

4-63

TRANSFORM
Location ID
OC:06
OC:06
OC:07
OC:07
OC:08
OC:08
OC:09
OC:09

Direction

Average Occupancy
27
29
43
29
41
32
42
35

Murbad to Karjat
Karjat to Murbad
Pune to Panvel
Panvel to Pune
Pune to Mumbai
Mumbai to Pune
Goa to Mumbai
Mumbai to Goa

Passenger Analysis-Bus:
133. About 28% and 37% of external bus trips produced and attracted respectively are from/ to
Greater Mumbai indicating its dominance in the MMR (Table 4-38). Area wise attractions and
productions of external travel by bus are presented in External to External bus passenger traffic is
only 4% (Table 4-39).
134. The external travel demand are estimated separately for goods vehicles (LCV and trucks),
buses and personalised vehicles (cars and two wheelers) separately. The estimated total external
travel in the base year (2005) for goods vehicles, buses and personalized vehicles is 38,517, 6,479
and 46,189 vehicle trips respectively.
Table 4-38: Area wise Share of External Bus Passenger traffic
S No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19

Neighborhood
Greater Mumbai
Navi Mumbai
SEZ & JNPT
Thane
Dombivili
Kalyan
Mira Bhayandar
Vasai-Virar Region
Bhiwandi
Ulhas Nagar
Ambernath
Badlapur
Matheran
Karjat
Khopoli
Pen
Alibag
Uran
Rest of MMR

Attractions
(No. of Trips)
90878
4065
0
11343
536
14028
937
1565
2515
63
104
294
0
648
329
1413
487
170
486

%
37.41
1.67
0.00
4.67
0.22
5.77
0.39
0.64
1.04
0.03
0.04
0.12
0.00
0.27
0.14
0.58
0.20
0.07
0.20

Productions
(No. of Trips)
68641
3597
0
7803
813
11793
853
1743
2906
1086
445
299
50
1031
5
817
213
97
525

%
28.26
1.48
0.00
3.21
0.33
4.85
0.35
0.72
1.20
0.45
0.18
0.12
0.02
0.42
0.00
0.34
0.09
0.04
0.22

Table 4-39: Bus Passenger Movement Pattern

S No.
1
2
3
Total

4.5.

Movement
Internal-External
External-Internal
External-External

No. of Person Trips

102717
129861
10340
242918

%
42.3
53.5
4.3
100.0

SUMMARY OF INTERNAL AND EXTERNAL TRAVEL DEMAND: BASE YEAR

4.5.1. INTERNAL TRAVEL DEMAND

135. Purpose wise and mode wise internal travel demand (main mode only) assessed for the
Base Year (2005) from analysis of HIS and other surveys/ studies is summarized and presented in
Table 4-40. The share of PT (train and bus), IPT (auto and taxi) and PV (car and two wheelers) is
78.2%, 9.0% and 12.8% respectively.

4-64

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Table 4-40: Purpose wise Observed Mode Split 6:00 to 11:00 AM (Person Trips)
Mode

HBW Office

Car
Two Wheeler
Auto
Taxi
Train
Bus
Total

120779
129388
56501
35027
1114428
316864
1772987

HBW
HBW Others HB Education HB Others
Industry
25012
53190
20942
11598
69643
125720
20881
28394
28745
78837
131564
55061
846
8513
6466
23168
435403
591055
287566
93819
152759
211653
426989
69698
712408
1068968
894408
281738

NHB
691
2374
2165
3110
6962
3341
18644

Total
232212
376399
352874
77130
2529234
1181304
4749153

%
4.9
7.9
7.4
1.6
53.3
24.9
100

136. The estimated internal daily and morning peak period goods travel in the MMR is 62,645
vehicle trips and 12,530 vehicle trips respectively.
4.5.2. EXTERNAL TRAVEL D EMAND
137. The external travel demand is estimated separately for Goods vehicles (LCV and trucks),
buses and personalised vehicles (cars and two wheelers) separately. The estimated total daily
external travel in the base year (2005) for goods vehicles, buses and personalized vehicles is
38,517, 6,479 and 46,189 vehicle trips respectively. The estimated external travel in the base year
(2005) during morning peak period for goods vehicles, buses and personalized vehicles is 8,539,
1,436 and 9,012 vehicle trips respectively.

4.6.

TERMINAL TRAVEL STUDIES

4.6.1. INTRODUCTION
138. In this section, primary/ secondary studies and analysis carried out for assessment of travel
pattern of passengers/goods using various terminals such as, inter-city bus, airports, goods, inter-city
rail, sea ports and inland water transport terminals is presented in ensuing sections.
4.6.2. INTER-CITY BUS TERMINALS
139. Intercity bus terminal locations in the MMR are mostly located near to the suburban railway
stations and inter-city railway terminals to have convenient and fast access/egress availability of
suburban trains. Trip characteristics of modes used for access/ egress to the inter-city terminals is
highly influenced by the location of the inter-city terminal, route followed within the study area, etc.
Qualitative assessment of existing public amenities in the terminal, sufficiency of space for safe
entry/exit of buses, sufficient manoeuvring space, sufficient number of bays, etc. in the existing intercity bus terminals is required for planning of expanding/ improving the bus terminals and also to plan
new terminal locations. In order to capture these aspects, major MSRTC bus terminals in the MMR
are being identified in consultation with the MMRDA and bus passenger surveys are carried out. The
study is limited to estimate the catchments of each of the Bus Terminal and also to evaluate
adequacy of transportation and other infrastructure available in each of the terminal for the current
passenger movement. Surveys are carried out on sampling basis to obtain travel information of the
passengers who are waiting for boarding. Simultaneously, infrastructure facilities available in each of
the identified survey locations also are collected with designed questionnaire.
140. The terminals operated by MSRTC were selected in consultation with the client and bus
transport authorities. In order to accomplish the above objectives, questionnaire based survey has
been carried out at the selected terminals one for bus terminal user survey and other for
infrastructure assessment of the terminals. Before commencement of the survey secondary data
pertaining to each of the terminal such as:
(a)
(b)
(c)

Number of Buses originating and enrooting the terminal;

Frequency of Buses; and
Terminal Facilities were obtained from the respective terminals.

PROFILING TRANSPORTATION SCENARIO

4-65

TRANSFORM
141. The main objective of bus
terminal primary surveys is to capture the
information
pertaining
to
travel
characteristics;
commuter
travel
attributes such as origin and destination,
trip purpose, frequency, monthly income,
access mode to the terminals, travel cost
and time. The travel attributes of the
commuters are obtained by personally
interviewing the passengers at the
terminals by trained enumerators under
the
supervision
of
transportation
engineers. The data obtained from
primary and secondary surveys are
utilized in finding travel patterns,
estimation of catchments of terminals,
accessibility to the terminals and
infrastructure facilities. List of major
regional bus terminals selected for the
study in consulation with the MMRDA
and MSRTC are presented in in Figure
4-91.
142. Four major regional terminals,
Mumbai Central, Parel, Dadar and Kurla
are located within the Island City, which
is the hub of major commercial and
Figure 4-91: Location of Bus Terminal Survey Locations in
institutional activities. Whereas, Sion,
MMR
Borivali and Nancy Colony are located in
suburbs of the Greater Mumbai. The other terminals Thane, Vandana, Bhiwandi, Kalyan, Vashi, and
Panvel are located outside Greater Mumbai. A summary of the analysis and results along with the
findings and tentative recommendations are described in this section.
Assessment of Bus Terminal Catchments within MMR:
143. Desire line patterns are established for each of the surveyed bus terminals. Detailed location
wise analysis is presented in Annexure 4-7. Desire line patterns of passengers reaching the bus
terminals are presented in Figure 4-92 and exhibits the % of passengers reaching the respective
terminals within a radius of 2km and more than 2km. Inclined hatches show the percentages of
passengers traveling more than 2km to reach the terminal. The bars with vertical lines indicate the
percentage of passengers reaching the terminals within 2km radius from their respective bus
stations.
144. From the desire line diagrams, it is observed that the passengers travel longer distances to
reach bus terminals especially from out side Greater Mumbai. As a result, dead kilometres of
passengers are increased and considerable expenditure and time is invested to reach the terminals.
It is possible to decrease this wastage of resources if additional terminals are established between
existing terminals, so that the average distances are brought down. Based on this logic and looking
into the percentage passengers that are travelling longer distances to reach the nearest terminal,
additional requirement of bus stations is broadly identified and is presented in Table 4-41.

4-66

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Nalasopara

Navghar-Manikpur

58%

42%
Navghar-Manikpur

Thane

40%

!.

w
an
di

52%

48%

50%

Bhiwandi

Kalyan-Dombivali

30%
20%
10%

!.

0%

Vandana

Out side

!.!. Nancy 58%Out side Thane

Thane!. Thane
!. Vandana

Greater Mumbai Greater Mumbai

Greater Mumbai

Greater Mumbai
Greater Mumbai

Greater Mumbai

!.

55%

Greater Mumbai

0%

!.

Navi Mumbai

Navi Mumbai

40%
30%
20%

Badalapur

Vashi
!. Out side Vashi

Greater Mumbai
50%Greater Mumbai
Greater Mumbai

!. !.

13%

51%
39%

Navi Mumbai

Navi Mumbai
Panv el

10%

Greater Mumbai Greater Mumbai

Greater Mumbai

Ambernath

Navi Mumbai

Greater Mumbai Greater Mumbai

Greater MumbaiGreater Mumbai
Greater Mumbai
Greater Mumbai
Greater Mumbai
Greater Mumbai

Greater Mumbai
Greater Mumbai

Ulhasnagar

Kalyan-Dombivali

60%
40%

Greater Mumbai
Greater Mumbai
Greater Mumbai

60%

Kalyan
O ut side
Kalyan

Thane

Greater Mumbai

!.

45%

Bh
i

60%

O
ut

53%
60%
47% Mira-Bhayander
50%
40%
30%
20%
Greater Mumbai
10%
Greater Mumbai
0% Greater Mumbai
80%
42%
60%
Out Bor ivali
40%
Mumbai
20%
side Greater MumbaiGreater
0%
Greater Mumbai
Greater Mumbai

si
de

5 5%

Bhiwandi

Navi Mumbai

Out side

P anvel

!. Panvel

Beyond 2kms Kurla (2 Kms)

Greater Mumbai
Karjat
Uran

Pen
Khopoli

Pen

Alibag

Figure 4-92 : Desire Line Pattern of Trips More than and Less than 2 Km Radius

PROFILING TRANSPORTATION SCENARIO

4-67

TRANSFORM
Table 4-41: Commuter Coverage with in 2Km radius of Bus Terminal and Direction wise Additional Bus
Stations
Sl.No Name of the Bus Terminal

% of Commuters beyond
2Km radius of the terminal
60

Mumbai Central

Parel

47

Dadar

55

4
5
7
8

Sion
Borivali
Kurla-Nehru Nagar
Thane

70
55
50
40

9
10
11
12

Bhiwandi
Kalyan Dombivali
Vashi
Panvel

42
55
40
47

Additional requirement of bus stations in the

identified direction between the following locations
Bombay Central-Borivali (South-North)
Bombay Central-Thane (North-East)
Parel-Borivali (South-North)
Parel-Thane (North-East)
Dadar-Borivali (South-North)
Sion-Thane (North-East)
Borivali-Dadar (North-South)
Kurla-Thane (North-East)
Thane-Borivali (North-West)
Thane-Kalyan (North-East)
Thane-Kurla (South-West)
Bhiwandi-Vasai (North-West)
Kalyan-Kurla (North-West)
Panvel-Thane (North-West)

145. Based on the interpretations given in the Table 4-41, additional bus terminals are required to
improve the accessibility. However, the specific locations of the bus stations and the number of
services to be offered by each of the terminal stations need to be determined through detailed study.
Infrastructure Assessment:
146. Basic infrastructure facilities such as waiting hall, drinking water facility etc. are absent
specifically at Dadar, Sion and Borivali bus stations, whereas for other terminals Borivali, Kurla, and
Parel the terminal amenities are inadequate. Parking facility for the private vehicles either do not
exist or highly inadequate at all the terminals. Summary of additional requirements of infrastructure
facilities for each of the surveyed bus terminal are presented in Table 4-42.
Table 4-42: Terminal wise Infrastructure Assessment
Sl. No
1

Bus Terminal
Thane

Thane -Vandana

4-68

Panvel

Bhiwandi

Kalyan

Borivali

Recommendations
Planning of additional 23 bus bays
Increasing the Waiting hall capacity to 600
Increase Toilets and drinking water points
Increase the parking facility for Two wheelers
Improve geometry at the entry and exit points.
Provide 8 additional bus bays
Increase the waiting hall and seating capacity to about 180
Increase toilets and drinking water points and lighting facility.
Improve entry and exit geometry
Increase the two wheeler parking area.
Provision of 37 additional bus bays at Terminal-I and Terminal-II
Increase the waiting hall and seating capacity to about 800
Increase toilets and drinking water points and lighting facility.
Improve entry and exit geometry
Increase the two wheeler parking area.
Provide 8 additional bus bays
Increase the waiting hall and seating capacity to about 380
Increase toilets and drinking water points and lighting facility.
Improve entry and exit geometry
Increase the two wheeler parking area.
Provide 11 additional bus bays
Increase the waiting hall and seating capacity to about 350
Increase toilets and drinking water points and lighting facility.
Improve entry and exit geometry
Increase the two wheeler parking area.
Provide 16 additional bus bays
Increase the waiting and seating capacity to about 200
Increase toilets and drinking water points and lighting facility.
Improve entry and exit geometry
Increase the two wheeler parking area.

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Sl. No

Bus Terminal
Borivali-Nancy
Colony

Vashi

Mumbai-Central

Kurla-Nehru
Nagar

Parel

10

Dadar

11

Sion

Recommendations
Provide 10 additional bus bays
Increase the waiting hall and seating capacity to about 75
Increase toilets and drinking water points and lighting facility.
Improve entry and exit geometry
Increase the two wheeler parking area.
Provide 8 additional bus bays exclusively for MSRTC
Increase toilets and drinking water points and lighting facility.
Improve entry and exit geometry
Increase the two wheeler parking area.
Provide 5 additional bus bays
Increase the waiting hall and additional seating capacity to about 60
Improve entry and exit geometry
Increase the two wheeler parking area.
Provide 10 additional bus bays
Increase the waiting hall and additional seating capacity to about 150
Increase toilets and drinking water points and lighting facility.
Improve entry and exit geometry
Increase the two wheeler parking area.
Increase toilets and drinking water points and lighting facility.
Improve entry and exit geometry
Increase the two wheeler parking area.
Relocation of the Bus terminal with the following facilities
Provide 20 additional bus bays
Waiting hall with additional seating capacity of 400
Toilets and drinking water points and lighting facility.
Provide parking area for private vehicles
Relocation of the Bus terminal with the following facilities
Provided 6 additional bus bays
Provide waiting hall and additional seating capacity to about 100
Provide the two wheeler parking area.

4.6.3. AIRPORT TERMINAL SURVEYS

147. Greater Mumbai hosts the busiest airport of India. Mumbai Airport is situated in the northern
part of the city. Chhatrapati Shivaji International Airport is the busiest airport in the country and it is
the major gateway to the international traffic from/to India. The airport is widely connected to the rest
of India and major cities across the world. International and domestic airport terminals in Greater
Mumbai are located in the very heart of the city. Terminal 1 is for domestic operations and Terminal 2
is for international operations. Both the terminals are situated about four km. apart. Terminal 1 has
two distinct terminal facilities viz. Terminal 1-A and Terminal 1-B which are situated approximately
750 m from each other. Both the terminals are well connected by major modes i.e. rail and bus and
intermediate mode of transport.
148. Assessment of terminal expansion requirement or necessity of additional airport terminals
needs fair analysis of inter-city airport passenger travel forecast for the horizon years. In the context
of the study, the major objective of the study is to assess the transport network requirements for the
MMR for the horizon period up to 2031 which is resilient enough to alternative possible populationemployment scenarios. The decisions made from assessment of inter-city airport passenger travel
forecast for the horizon with respect to terminal expansion requirement or necessity of additional
airport terminals will have lot of impact on groundside travel needs of air passengers for road and
public transport. The likely transport network requirements could be faster access between the
existing and proposed new airport, provision of faster connectivity to the existing airport, etc.
149. The existing airport (CSIA) accommodates about 16 million passengers per annum and by
this criterion, and is ranked the 74th busiest in the world (2004). By comparison, the 1st ranked
Atlanta Airport has 84 million passengers followed by Chicago (76m) and London (Heathrow) (67m).
To meet the future demand, the possibilities are expansion of existing airport byway of providing
additional runways or building a brand new airport. Modernisation of existing Mumbai airport is
already underway and feasibility of additional runway is under active consideration. The other
alternative i.e. creation of additional airport for which, the time frame to select, obtain approvals and
build a new major international airport could extend over 10-20 years (many large metropolitan areas
have more than one major airports including London (3), New York (3), Paris (3) and Shanghai (2)).
PROFILING TRANSPORTATION SCENARIO

4-69

TRANSFORM
It is therefore considered both necessary and prudent that
ongoing debate regarding airport development strategies.

plays a role in the

150. CIDCO is actively planning for a new international airport in Navi Mumbai to be operational
by 2012. Because of the high financial and business risks inherent in building a new and possibly
competing international airport, it is likely that the planning and levels of investments in the two
airports will require an integrated analysis and assessment.
151. The increasing population levels, improved standard of living, globalization and other
technological factors have been accompanied by increase in demand for air transportation in the
study area. In order to assess the passenger travel characteristics, and their associated ground
transportation requirements within the study area, air passenger surveys have been carried out.
Analysis of the survey data is useful in analyzing the existing ground traffic situation near the terminal
areas, future requirement of amenities, assessing the additional terminal facilities, etc. Broad scope
of the airport terminal surveys is as follows:
(a) Collection of secondary data on hourly variation of air passengers at departure terminals, daily variation, monthly
variation, etc. for the year 2005 from AAI for identifying the sample size and organization of survey logistics;
(b) Carry out air passenger survey at departure terminals on typical working day for 24 hours; and
(c) Carry out classified volume count survey on all access roads to the departure terminals for 24 hours during air
passenger survey.

Existing Operations:
152. The International Terminals has 36 airlines, operates from two
modules Terminal 2-A and Terminal 2-C. On the other hand the domestic
terminal is configured with 1A and 1B terminals respectively. The airport
handles on an average around 403 flights, 36,000 passengers and 892
tonnes cargo per day (2005).
153. International Terminal: Terminal 2-A is for international flights
operated by Indian Airlines, Kuwait Airways, Pakistan International Airlines,
Qatar Airways, and Turkish Airlines. Terminal 2-C is for international flights
operated by foreign airlines handled by Air India, All Nippon Airways,
Alymeda Democratic, Bangladesh Biman, Egypt Air, El Al, Ethiopian Airlines,
Iran Air, Kenya Airways, Korean Airways, Royal Nepal Airlines, South Africa
Airways, Syrian Arab Airlines and Yemen Airways.
154. Domestic Terminal: The domestic airport has two terminals i.e. Terminal 1-A & Terminal 1B. Terminal 1-A caters to domestic flights of Indian Airlines and its subsidiary Alliance Air. Flights of
other scheduled private airlines viz Jet Airways, Air Sahara and Air Deccan operate from Terminal-1B, along with other private aviation activities. Currently terminal-1B is in the modernizing phase with
a class of interior and it is serving 7 million passengers and over 500 air traffic movements. With the
increasing demand for air travel the facility of parking provision also need to be thought of. With
respect to existing parking logistics provided by the authority. it is observed that Terminal 1-A and
Terminal 1-B (Domestic terminals) can accommodate approximately 190 and 590 car spaces
respectively. On the other hand, parking facilities at Terminal 2-A and Terminal 2-C (International
terminals) can accommodate approximately 650 and 570 car spaces respectively.
Review of Secondary Data:
155. AAIs website encapsulates a host of information related to the operations of Indian airports
which includes air passengers and cargo. The information/data excerpted the relevant information of
both Chhatrapati International and Domestic Airports from www.airportsindia.org.in. In addition,
secondary information is also collected from AAIs office in Greater Mumbai related to hourly
variation of arrival and departure of air passengers of a typical day for the year 2004-05 both for
4-70

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
International and Domestic airports. The collected secondary information is analysed for arriving at
sample size to be achieved, organisation of survey logistics. Brief details on the analysis of
secondary data are presented in the following sections. The peak hour passenger handling capacity
of the respective terminals is presented in Table 4-43, which highlights that the Domestic terminal
usage is more pronounced, compared to that of the International Terminals.
Table 4-43: Peak Hour Passenger Handling Capacity of the Terminals
Annual
Terminal
(Million)
Capacity
Chhatrapati Shivaji International Airport
Terminal 2-A
2.5
Terminal 2-C
3.0
Chhatrapati Shivaji Domestic Airport
Terminal 1-A
6.0
Terminal 1-B
4.0

Peak Hour Handling Capacity

Departure

Arrival

Transit

750
900

750
900

400
600

1300
900

1300
900

Source: www.airportsindia.org.in

4500

No of Passengers (Thousands)

4000
3500
3000
2500
2000
1500
1000
500

3000
2500
2000
1500
1000
500

Figure 4-95: Disembarked Passenger Domestic &

International

PROFILING TRANSPORTATION SCENARIO

2005-06

2004-05

2003-04

2002-03

2001-02

2000-01

1999-00

1998-99

1997-98

1996-97

1995-96

1994-95

1993-94

120
100
80
60
40
20
2005-06

2004-05

2003-04

2002-03

2001-02

2000-01

1999-00

1998-99

1997-98

1996-97

1995-96

1994-95

1993-94

0
1991-92

2 0 0 3 -0 4

2 0 0 2 -0 3

2 0 0 1 -0 2

2 0 0 0 -0 1

1 9 9 9 -0 0

1 9 9 8 -9 9

1 9 9 7 -9 8

1 9 9 6 -9 7

1 9 9 5 -9 6

1 9 9 4 -9 5

1 9 9 3 -9 4

1 9 9 2 -9 3

1 9 9 1 -9 2

No of Flights

7
6
5
4
3
2
1
0

Year

Figure 4-94: Disembarked Passengers International

Terminals

(Thousands)

Figure 4-93: Past Trends of Annual Disembarked

Passengers Domestic Terminals

M illion s

1991-92

2005-06

2004-05

2003-04

2002-03

2001-02

2000-01

1999-00

1998-99

1997-98

1996-97

1995-96

1994-95

1993-94

1992-93

1991-92

Year

1992-93

1992-93

No of Passengers

(Thousands)

156. Past Trends of annual disembarked passengers of Domestic Terminals, International

terminals and Combined Domestic and International terminals are presented in Figure 4-93, Figure
4-94 and Figure 4-95 respectively. In continuation to this past trend of annual total number of flight
operations at Domestic Terminals, International terminals and Combined Domestic and International
terminals are presented in Figure 4-96, Figure 4-97 and Figure 4-98 respectively. It is pertinent to
mention here that, the secondary data collected for the period 1991-92 to 2003-04 from
www.airportsindia.org.in and the data is regressed for forecasting the annual disembarked
passengers and total number of flight operations for both domestic and international airport terminals
for the years 2004-05 and 2005-06. On an average, daily disembarked passengers at Domestic and
International terminals are 11,900 and 8,000 respectively (considering 330 days per year). On an
average, daily total numbers of flight operations at Domestic and International terminals are 310 and
120 respectively (considering 330 days per year).

Year

Figure 4-96: Total Flights Domestic Terminal

4-71

120

(Thousands)

60
40
20

Year

2005-06

2004-05

2003-04

2002-03

2001-02

2000-01

1999-00

1998-99

1997-98

1995-96

1996-97

1994-95

1993-94

0
1991-92

2005-06

2004-05

2003-04

2002-03

2001-02

2000-01

1999-00

1998-99

1997-98

1995-96

1996-97

1994-95

1993-94

10
5
0
1992-93

80

No of Flights

30
25
20
15

100

1992-93

45
40
35

1991-92

No of Flights (Thousands)

TRANSFORM

Year

Figure 4-97: Total Flights International Terminal

Figure 4-98: Total Flights Domestic & International

Terminals

157. Based on the secondary data obtained from the AAI the hourly variation of passenger
departures on a typical day for the year 2004-05 at domestic terminals is presented in Figure 4-99
and Figure 4-100 respectively and hourly variation of passenger departures at International
Terminals is presented Figure 4-101 and Figure 4-102 respectively. Similarly, hourly variation of
passenger departures for all the terminals of both Domestic and International airports is presented in
Figure 4-103. It is observed from the peak hour load is around 1,888 and 995 passengers at
Domestic terminals and International terminals respectively.
Departures IA

Departures 1B

900

1200

800

1080

1000

600

540

500

517

468

435

400
200

272

250

230

371

343

338

330

300

Pa sse ngers

Passengers

1092

796

700

332

261

290

180

393

195

136
0

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Time (Hr)

Time (Hr)

Departures 2A

Departures 2C
500

550

400

394

400
300

333

314

291

310

Passengers

338

249
157

165

169

166

157

123

100

474

445

500
465

120

66

Figure 4-100: Hourly Variations of Passengers at

Departure Terminal 1B

600

Passengers

502
459

319

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Figure 4-99: Hourly Variation of Passengers at

Departure Terminal 1A

200

526

508

400
132

804

726

678

600

92

813
811

737

704

200

100

915

800

97
60

321
308

261
166
147

100

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

252
205

200

75

133
92

415

300

86

168

141
96

90
68

27

48
0

43
11

66

71

69

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Time (Hr)

Time (Hr)

Figure 4-101: Hourly Variations of Passengers at

Departure Terminal 2A
2500

2364

2000

1851
1628

1500
1000

880

995

605
209

1685
1373

795

500

Figure 4-102: Hourly Variations of Passengers at

Departure Terminal 2C

1359

1306
1128

1227
1148

1289

1242
1057

8651012 1009
672 549

129

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Figure 4-103: Hourly Variations of Passengers at

Departure of Domestic & International Terminal

4-72

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Sample Size: Target and Achieved:
158. Terminal wise daily boarding passenger details for the year
2004-05 is also collected from AAI and is updated for the year 200506 considering 20% annual increase in air passenger demand. As per
the international experience, the sample size for organising air
passenger surveys varies between 4 to 5%. The achieved sample at
Chhatrapati Domestic and Chhatrapati International airports is 5.36%
and 7.03% respectively which is higher than 5% target sample.
However, the achieved sample size at terminal 1B of Domestic
terminal and Terminal 2A of International terminal is 4.96% and 4.03% respectively which is within
acceptable range of 4 to 5% (Table 4-44).
Table 4-44 Sample Size Target and Sample Size Achieved
Terminal

Daily Boarding Passengers

(2005-06)
Chhtrapati Shivaji International Airport
Terminal 2A
6,746
Terminal 2C
4,560
Total
11,306
Chhtrapati Shivaji Domestic Airport
Terminal 1A
6,083
Terminal 1B
12,599
Total
18,642

Sample size
@ 5%

Sample Size
Covered

Sample size
achieved (% )

337
228
565

513
296
809

7.60
6.49
7.16

304
628
1,055

444
686
1,130

7.30
5.46
6.06

Survey Methodology: Classified Volume Count Survey:

159. In continuation to the airport terminal user survey, it was recognized the importance of
carrying out a classified traffic volume count survey on the immediate access roads to the departure
terminals to establish the demand and pattern of the traffic approaching to the departure airport
terminals. The International airport is connected by a 4 lane divided two-way road to the near by
Mathurdas Vasanji Road (Ghatkopar-Andheri Road) which connects Andheri and Ghatkopar/Kurla
areas through which the air passengers from and around the Mumbai city have to come. The
Domestic airport is connected to the western expressway by a two-lane two-way road. 24 hour
classified traffic volume count is carried out on the access roads of both International and Domestic
airport terminals during the same period when airport terminal passenger surveys are carried out.
160. Traffic volume crossing at each of the survey locations is captured in 3 shifts of 8 hour each
for 24 hours. It is conducted using adequate (12 to18 persons per shift) number of enumerators
accompanied by a reliever. Exact locations of the classified volume count locations corresponding to
International and Domestic airport departure terminals are shown in Figure 4-104 and Figure 4-105
respectively. A total of four locations are identified to conduct the volume count one at the
International airport and three at the Domestic airport.
161.

The survey is conducted at the identified four locations:

(a) To capture the traffic approaching the international airport, the location is established on the access road which
connects the airport with the Andheri-Kurla road.
(b) At the domestic airport, which is located at a distance of 750m from Western Expressway in the eastern part of
Santa Cruz, three locations were established to capture the traffic.
i)
at the ramp of Terminal 1A
ii)
at Terminal 1A
iii)
at Terminal 1B

162. From the above three locations, terminal 1A ramp and terminal 1B are meant for departing
flights, where as the terminal 1A serves arriving flights, the traffic plying generally on these approach
roads serve the respective purposes.

PROFILING TRANSPORTATION SCENARIO

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TRANSFORM

Figure 4-104: Traffic Volume Count Locations:

International Airport

Figure 4-105: Traffic Volume Count Locations:

Domestic Airport

Data Analysis: Chhatrapati Shivaji Domestic Airport

163. Transit Passengers: The transit part of the travel indicates the interchange movement of the
passengers to and from another terminal. It is observed that 42% of the air passengers are in transit,
which is significantly high and appraises the need for inter-terminal.
164. Travel Pattern: Ground movement of air passenger travel pattern is presented in Figure
4-106. The following inference has been made based on the keen observation of the travel pattern:
Majority of the trips are originated within Greater Mumbai and the contribution is approximately 85%.
Proportion of trips originated external to the study area is 4% which is insignificant. These figures
indicate that, well developed airport terminal facilities are available in the neighboring cities like
Pune, Ahmedabad, Goa, Nashik, etc. for domestic travel.
VasaiVirar
1%
Kalyan
1%
CIDCO
Area
5%
Thane
2%
MCGM/
Central
8%

Rural Area
Mira1%
Bhayander
1%
External
4%
MCGM/
Island
25%
MCGM/
We stern
52%

Figure 4-106: Ground Movement of Air Passenger Travel Pattern: Domestic Airport

165. Occupation: In the case of transit passengers 40% of them have reported as Professional
followed by 31% as business. In case of non-transit passengers, corresponding values are 22% and
25% respectively. Passengers in administrative field are high in case non-transit passenger
compared to transit passenger which is general phenomena.
166. Mode Choice: Taxi is the most preferred mode for access to the terminal which is 34%
followed by car 35% and 19% by Auto. Access by bus and other modes is insignificant (1% and 2%
respectively).
4-74

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
167. Travel Time: The passengers travelling by different modes revealed that the travel time to
reach the airport terminal varied across the sample achieved. Nearly 39% of the trips have less than
30 minutes travel time and 37% of the trips have 30 to 60 minutes travel time. As most of the trips
are originated within Greater Mumbai, most of the trips (76%) have less than 1 hour travel time.
168. Travel Cost: Nearly 28% of the trips fall in the travel cost range of INR 100-200 followed by
almost same proportion of about 21% in the cost range <50, 50-100 and 200-500. There is
conspicuous high proportion of trips in low fare range observed at Domestic airport. This indicates
that, the average trip length is less and the present airport location is geographically centrally located
to the Greater Mumbai (major catchment area) and well distributed air traffic generators like hotels,
business centres, commercial centres, etc. in the Greater Mumbai.
169. Frequency of Travel: The frequency of travel of the air passengers both the transit and the
non transit category shows that, in both the cases the dominance is observed for the less frequently
travelling trips.
170. Purpose of Travel: Transit passengers are dominated for personal trips (33%) followed by
Official purpose (21%) and non-transit passengers are dominated for business purpose trips (28%)
followed by Official purpose (23%).
171. Monthly Income Levels: In transit passengers approximately 25% are falling in the range of
INR10,000 to INR20,000 month followed by 17% in the range INR30,000 to INR40,000 and in nontransit passengers, approximately 20% are falling in the range of INR10,000 to INR20,000 month
followed by 17% equally and separately in the range INR20,000 to INR30,000 and INR 40,000 to
INR50,000.
172. Waiting Time: In the case of non transit passengers, percentage of air passenger waiting
less than 30 minutes is 39% followed by 30 to 60 minutes 26%. In case of transit passengers, the
waiting time > 3-hr is 27% followed by 1 to 2 hr is 23%. The waiting time by transit passengers
compared to non transit passengers is high mainly due to less frequency of international flights.
173. Opinion on MRTS Network: Opinion of air passengers on proposed metro has revealed that
approximately 84% responded positively for metro use and only 16% have responded No to metro
usage as access mode to airport terminal
174.
Qualitative Opinion on Terminal Facilities: The proportion of opinion on various facilities
as Good range from 44% (Amenities) to 56% (Parking facilities), as Fair range from 29% (Access)
to 46% (Transit Travel), as Poor range from 15% (Amenities, Communication) to 9% (Parking).

175. Access Road to Domestic Airport Departure Terminals Domestic Airport (Terminal 1A
Ramp, Terminal 1B): As already discussed earlier, there are two access roads leading to departure
terminal at Domestic Airport. For the analysis purpose, traffic volume observed on these access
roads is combined. Detailed, classified hourly variation of traffic, traffic composition, etc. is presented
in Annexure 4-1. Traffic volume during different peak/ off-peak periods is presented in Table 4-45.
Proportion of motorised-passenger vehicles, motorised-goods vehicles and non-motorised traffic is
presented in Table 4-46. Traffic composition of passenger vehicles is presented in Table 4-47.
Table 4-45: Traffic Volume during Different Peak/ Off-Peak Periods Domestic Airport: Terminal 1A Ramp &
Terminal 1B
Time
6:00-11:00
11:00-17:00
17:00-23:00
23:00-6:00
Total

Traffic Volume
Vehicles
PCU
3,961
3,437
5,035
4,616
8,644
8,012
3,493
3,225
21,133
19,290

PROFILING TRANSPORTATION SCENARIO

%
Vehicles
18.74
23.83
40.90
16.53
100.00

PCU
17.82
23.93
41.53
16.72
100.00

4-75

TRANSFORM
Table 4-46: Motorised Passenger, Goods and Non-Motorised Traffic Volume during Different Peak/ Off-Peak
Periods
Time
6:00-11:00
11:00-17:00
17:00-23:00
23:00-6:00
Total
Split

Motorised Passenger
3,926
4,994
8,589
3,393
20,902
98.91%

Motorised Goods
35
30
45
99
209
0.99%

Non-Motorised
0
11
10
1
22
0.10%

Total
3,961
5,035
8,644
3,493
21,133
100.00%

Note: Motorised Goods vehicles and Non-motorised traffic is the vehicles used by maintenance staff of AAI
Table 4-47: Traffic Composition of Passenger Vehicles Domestic Airport: Terminal 1A Ramp & Terminal 1B
Mode
Auto
Taxi
Car/ Jeep
2 Wheelers
Other Bus
BEST Bus
Total

Daily Traffic Volume

5,932
5,489
7,326
1,857
298
0
20,902

Composition
28.38
26.26
35.05
8.88
1.43
0.00
100.00

176. Based on the detailed analysis of the traffic volume count data, the following inferences are
arrived at:
(a) Total daily traffic accessing the departure terminals is approximately 21,100 vehicles (19,300 PCUs);
(b) Proportion of traffic during the different peak/ off-peak periods, 6:00 to 11:00 hrs, 11:00 to 17:00 hrs, 17:00 to
23:00 hrs and 23:00 to 6:00 hrs. Accessing the departure terminals is 18%, 24%, 41% and 17% respectively;
(c) Morning peak hour and morning peak hour traffic volume is 07:00 to 08:00 hrs and 960 vehicles (PCUs)
respectively;
(d) Evening peak hour and evening peak hour traffic volume is 21:00 to 22:00 hrs and 1760 vehicles (PCUs)
respectively; and
(e) Traffic composition (considering only motorised passenger vehicles) of hired vehicles or IPT (Taxi and Auto) and
Private vehicles (Cars, Two wheelers, Other Buses) is 54.64% and 45.36% respectively.

Data Analysis: Chhatrapati Shivaji International Airport

177. Transit Passengers: It is observed that 36% of the air passengers are in transit, which is
lower than transit passengers proportion observed at domestic terminals (42%).
178. Travel Pattern: Majority of the trips originate within the Greater Mumbai and the contribution
is approximately 80% (Ref.Figure 4-107). Proportion of trips originated external to the study area is
10% which is quite significant when compared to the domestic airport.

Vasai-Virar
2%

MiraBhay ander
2% Ex ternal
10%

Kalyan
1%
CIDCO Area
3%
Thane
2%
MCGM/Central
8%

MCGM/
Island
38%
MCGM/
Western
34%

Figure 4-107: Ground Movement of Air Passenger Travel Pattern: International Airport

179. Occupation: In the case of transit passengers, 29% of the passengers are reported to be
Professionals followed by 20% who stated themselves to be Businessmen. In case of non-transit
4-76

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
passengers, corresponding values are 21% and 16% respectively. The proportion of Others
category is 36% and 52% respectively in case of transit and non-transit passengers which is high, as
most of the air passengers have reported varied jobs and individually the proportion is less and when
grouped the proportion is high.
180. Choice: Taxi (Yellow and A/C) is the most preferred mode for access to the terminal which is
50% followed by personal car 23% and 15% by Auto. Access by bus and other modes is insignificant
(5% and 7% respectively).
181. Travel Time: The passengers traveling by different modes revealed that the travel time to
reach the airport terminal varied across the sample achieved. Nearly 32% of the trips have less than
30 min travel time and 37% of the trips have 30 to 60 min travel time. As most of the trips are
originated within Greater Mumbai, most of the trips (69%) have less than 1 hour travel time.
182. Travel Cost: About 34% of the trips fall in the travel cost range of INR 200-500 followed by
almost same proportion of about 20% in the cost range <50 and 100-200. High proportion of trips
originated from zones located in Island City has been observed and this could be the probable
reason for high proportion of trips falling in the fare range of INR200 to INR 500. There is
conspicuous high proportion of trips in high fare range observed at international airport. The average
trip length of International air passengers could be high compared to the Domestic air passengers.
183. Purpose of Travel: The purpose of travel of air passengers of both transit and the non
transit category shows that, in transit passengers dominance for official trips (32%) followed by
Business trips (24%) and non-transit passengers are dominated by Official purpose trips (28%)
followed by business purpose (21%).
184. Monthly Income Levels: The Income levels of air passengers of both transit and non transit
category shows that, in transit passengers approximately 26% are falling in the range of less than
INR 10,000 per month followed by 21% in the range INR 10,000 to INR 20,000 and 20% in the range
of INR 20,000 to INR 30,000. In non-transit passengers, approximately 26% are falling in the range
of INR 10,000 to INR 20,000 month followed by 23% in the range < INR 10,000.
185. Waiting Time: In the case of non transit passengers, proportion of air passenger waiting less
than 30 minutes is 50% followed by 60 to 120 minutes (15%). In case of transit passengers, the
waiting time <30 minutes is 35% followed by > 3-hr is 26% and followed by 1 to 2 hr is 15%. The
waiting time by transit passengers compared to non transit passengers is high mainly due to less
frequency of international flights.
186. Opinion on MRTS: Approximately 84% responded positively for metro use and only 16%
have responded No to metro usage as access mode to airport terminal. The response is almost
similar to what has been observed at Domestic airport terminals.
187. Qualitative Opinion on Terminal Facilities: Qualitative opinion of air passengers on
terminal facilities indicate that, the proportion of opinion on various facilities as Good range from
60% (transit travel) to 77% (communication facilities), as Fair range from 18% (Communication) to
30% (transit travel), as Poor range from 3% (access) to 15% (parking).
188. Access Road to International Airport Departure Terminals: As already discussed, there
is only one road leading to departure terminal at International Airport. Detailed classified hourly
variation of traffic, traffic composition, etc. is presented in Annexure 4-1. Traffic volume during
different peak/ off-peak periods is presented in Table 4-48. Proportion of motorised-passenger
vehicles, motorised-goods vehicles and non-motorised traffic is presented in Table 4-49. Traffic
composition of passenger vehicles is presented in Table 4-50.

PROFILING TRANSPORTATION SCENARIO

4-77

TRANSFORM
Table 4-48: Traffic Volume during Different Peak/ Off-Peak Periods International Airport: Terminal 2A & 2C
Traffic Volume
Vehicles
1,798
1,987
2,895
3,984
10,664

Time
6:00-11:00
11:00-17:00
17:00-23:00
23:00-6:00
Total

%
PCU
1,716
1,834
2,782
3,814
10,146

Vehicles
16.86
18.63
27.15
37.36
100.00

PCU
16.92
18.08
27.41
37.59
100.00

Table 4-49: Motorised Passenger, Goods and Non-Motorised Traffic Volume During Different Peak/ Off-Peak
Periods
Time
Motorised Passenger
Motorised Goods
Non-Motorised
6:00-11:00
1,797
1
0
11:00-17:00
1,976
11
0
17:00-23:00
2,854
33
8
23:00-6:00
3,961
23
0
Total
10,588
68
8
Split
99.29%
0.64%
0.08%
Note: Motorised Goods vehicles and Non-motorised traffic is the vehicles used by maintenance staff of AAI

Total
1,798
1,987
2,895
3,984
10,664
100.00%

Table 4-50: Traffic Composition of Passenger Vehicles International Airport: Terminal 2A & 2C
Mode

Composition
(% )
31.89
26.80
35.28
3.22
2.32
0.48
100.00

Daily Traffic Volume

Auto
Taxi
Car/ Jeep
2 Wheelers
Other Bus
BEST Bus
Total

3,377
2,838
3,735
341
246
51
10,588

189. Based on the detailed analysis of the traffic volume count data the following inferences are
made:
(a) Total daily traffic accessing the departure terminals is approximately 10,664 vehicles (10,146 PCUs);
(b) Proportion of traffic during the different peak/ off-peak periods, 6:00 to 11:00 hrs, 11:00 to 17:00 hrs, 17:00 to
23:00 hrs and 23:00 to 6:00 hrs accessing the departure terminals is 17%, 18%, 27% and 38% respectively;
(c) Morning peak hour and morning peak hour traffic volume is 06:00 to 07:00 hrs and 589 vehicles (PCUs)
respectively;
(d) Evening peak hour and evening peak hour traffic volume is 22:00 to 23:00 hrs and 861 vehicles (PCUs)
respectively; and
(e) Traffic composition (considering only motorised passenger vehicles) of hired vehicles or IPT (Taxi and Auto),
Private vehicles (cars, two wheelers, other buses), Public transport system (BEST Bus) is 58.70%, 40.82% and
0.48% respectively.

Historical Growth of Air Passenger Travel

190. Historical growth of air passenger travel of Chhtrapati Shivaji International Airport (CSIA),
Chhtrapati Shivaji Domestic Airport (CSDA) and combined CSIA and CSDA of Mumbai is presented
in Table 4-51.
Table 4-51: Historical Growth of Air Passenger Travel of CSIA
Year
1991-92
1992-93
1993-94
1994-95
1995-96
1996-97
1997-98
1998-99
1999-00
2000-01

4-78

Embarked
2070840
2149254
2139092
2033529
2310340
2328730
2348619
2268866
2339542
2426258

Air Passenger Demand

Disembarked
Transit
1666748 301053
1815209 232374
1851185 209621
1841809 230268
2081721 224347
2124925 306514
2069932 479500
2053842 514707
2160646 530840
2234292 514166

Total
4038641
4196837
4199898
4105606
4616408
4760169
4898051
4837415
5031028
5174716

Growth
Dis-embarked

Embarked
3.8
-0.5
-4.9
13.6
0.8
0.9
-3.4
3.1
3.7

8.9
2.0
-0.5
13.0
2.1
-2.6
-0.8
5.2
3.4

Transit
-22.8
-9.8
9.8
-2.6
36.6
56.4
7.3
3.1
-3.1

Total
3.9
0.1
-2.2
12.4
3.1
2.9
-1.2
4.0
2.9

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Year
2001-02
2002-03
2003-04
2004-05*
2005-06*

Embarked
2312960
2396698
2531961

Air Passenger Demand

Disembarked
Transit
2114742
2162784
2284905

517123
528423
519286

Total

Embarked

4944825
5087905
5336152
6087620
6780000

Growth
Dis-embarked

-4.7
3.6
5.6

Transit

-5.4
2.3
5.6

Total

0.6
2.2
-1.7

-4.4
2.9
4.9
14.1
11.4

Table 4-52: Historical Growth of Air Passenger Travel of CSDA

Year

Air Passenger Demand

Embarked
Disembarked
2154825
2060503
2183599
2068807
2706849
2612535
3059960
2948902
3291006
3209899
3222671
3084498
3082127
3030427
3121359
3059783
3280700
3248749
3502236
3500368
3274056
3252550
3585623
3586756
3981210
3967083

Total
4215328
4252406
5319384
6008862
6500905
6307169
6112554
6181142
6529449
7002604
6526606
7172379
7948293
9578157
11160000

Embarked (% )

Growth
Disembarked (% )

1991-92
1992-93
1.3
1993-94
24.0
1994-95
13.0
1995-96
7.6
1996-97
-2.1
1997-98
-4.4
1998-99
1.3
1999-00
5.1
2000-01
6.8
2001-02
-6.5
2002-03
9.5
2003-04
11.0
2004-05*
2005-06*
Source: www.indiastat.com and www.airportsindia.org.in
Note: Total air passenger demand for the years 2004-05 and 2005-06 sho wn is Consultants assessment.

Total (% )

0.4
26.3
12.9
8.9
-3.9
-1.8
1.0
6.2
7.7
-7.1
10.3
10.6

0.9
25.1
13.0
8.2
-3.0
-3.1
1.1
5.6
7.2
-6.8
9.9
10.8
20.5
16.5

Table 4-53: Historical Growth of Air Passenger Travel of Mumbai Airports

Year

Air Passenger Demand

Embarked

Disembarked

Transit

Total

Embarked
(% )

Growth
Disembarked
(% )

1991-92
4225665
3727251
301053
8253969
1992-93
4332853
3884016
232374
8449243
2.5
1993-94
4845941
4463720
209621
9519282
11.8
1994-95
5093489
4790711
230268
10114468
5.1
1995-96
5601346
5291620
224347
11117313
10.0
1996-97
5551401
5209423
306514
11067338
-0.9
1997-98
5430746
5100359
479500
11010605
-2.2
1998-99
5390225
5113625
514707
11018557
-0.7
1999-00
5620242
5409395
530840
11560477
4.3
2000-01
5928494
5734660
514166
12177320
5.5
2001-02
5587016
5367292
517123
11471431
-5.8
2002-03
5982321
5749540
528423
12260284
7.1
2003-04
6513171
6251988
519286
13284445
8.9
2004-05*
15665777
2005-06*
17940000
Source: www.indiastat.com and www.airportsindia.org.in
Note: Total air passenger demand for the years 2004-05 and 2005-06 sho wn is Consultants assessment

4.2
14.9
7.3
10.5
-1.6
-2.1
0.3
5.8
6.0
-6.4
7.1
8.7

Transit
(% )
-22.8
-9.8
9.8
-2.6
36.6
56.4
7.3
3.1
-3.1
0.6
2.2
-1.7

Total
(% )
2.4
12.7
6.3
9.9
-0.4
-0.5
0.1
4.9
5.3
-5.8
6.9
8.4
17.9
14.5

191. The following inferences are drawn based on

the review of historical growth of air passenger travel
of Mumbai airports ( Figure 4-108):
Highest growth of CSIA is observed during 1994-95 and
1995-96 (12.4% per annum) and lowest growth during
2001-01 and 2001-02 (-4.4%);
(b) The estimated total international air passenger demand
for the years 2004-05 and 2005-06 is 6.00 million and
6.80 millions respectively based on assessed growth
rate 14.1% and 11.4% respectively;
(c) The highest growth of CSDA is observed during 1992-93
Figure 4-108: Annual Growth Rate of Air
and 1993-94 (25.1% per annum) and lowest growth Passenger Travel of Mumbai Airport
during 2001-01 and 2001-02 (-6.8%);
(d) The estimated total international air passenger demand for the years 2004-05 and 2005-06 is 9.60 million and
11.20 millions respectively based on assessed growth rate 20.5% and 16.5% respectively;
(a)

PROFILING TRANSPORTATION SCENARIO

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TRANSFORM
The highest growth of CSDA is observed during 1992-93 and 1993-94 (12.7% per annum) and lowest growth
during 2001-01 and 2001-02 (-5.8%);
(f) The estimated total international air passenger demand for the years 2004-05 and 2005-06 is 15.70 million and
17.94 millions respectively based on assessed growth rate 17.9% and 14.5% respectively; and
(g) The growth rate of air passenger travel during 2002-03 and 2003-04 is 6.9% and 8.4% respectively. This growth
is attributed to many factors but notably:
(e)

i)
ii)
iii)
iv)
v)

A robust economy and increased incomes

The deregulation of the airline industry and resulting lower cost of air travel
Indias greater participation in the rapidly expanding global economy
Overseas emigration of Indian nationals and related return home trips
A greater propensity for global tourism

192. Air passenger travel of Mumbai airports is presented in Figure 4-109. International/ Domestic
transfers for the year 2003-04 is 0.52 million which is approximately 4% of the total air travel. Monthly
variation of average daily air passengers is presented in Figure 4-110. The peak months for both
International and domestic airports is December and January.

Figure 4-109: Air Passenger Travel of Mumbai Airports

for the Year 2003-04

Figure 4-110: Monthly variation of Average Daily Air

Passenger Travel of Mumbai Airport for the Year
2004-05

193. Air Travel Passenger Growth Rates: Assessment of air passenger travel for the horizon
years is very complex and depends on the following factors:
(a)
(b)
(c)

Economic development of various countries and specifically Asian countries and growth of India itself;
Growth of domestic airports in various states of India and specific in Maharashtra; and
Growth of tourism, health sectors in India.

194. It is improbable that a single forecast of future levels of air travel to, from and within India
cannot be made with any degree of confidence. The potential for growth is immense. The private
sector is demonstrating its confidence in an expanding market by investing in new aircraft. The
Government of India has been impelementing the policy that the improvements to existing major
airports and the construction of new airports should be a partnership between the public and private
sectors.
195. Capturing all the above discussed influencing factors in modelling framework for assessing
the future air travel demand in the present study is beyond scope of the work. However, the future air
travel demand is assessed with respect to the MMR based on the independent forecasts carried out
by manufacturing companies of air carriers, major airline operators, Government organisations etc.
Some of these aspects have been briefly presented in the following sections.

4-80

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TRANSFORM
Air Travel passenger Growth Forecast by Airbus and Boeing:

Figure 4-111: GDP Vs Trips per Capita of Major Cities of the World

196. Airbus and Boeing are the largest manufacturers of air carriers in the world. The estimated
growth of air passenger travel by Airbus and Boeing ranges from 5.9% to 9.1% and 5.1% to 8.8%
respectively. GDP vs per capita air trips is presented in Figure 4-111. An increase of US$
2,500/capita in average GDP in India could increase air travel by 10 times, which indicates the
potential of air travel.
197. World Travel and Tourism Council: Statistical Data on Possible Growth Rates in Various
Sectors in some of the major developing countries estimated by World Travel and Tourism Council is
presented in Figure 4-112. The estimate growth rate for India in Business Travel and Tourism is
6.0% and 8.6% respectively.

PROFILING TRANSPORTATION SCENARIO

4-81

TRANSFORM

Source: World Travel & Tourism Council

Figure 4-112: Statistical Data on Possible Growth Rates in Various Sectors by World Travel and Tourism
Council

198. UN World Tourism Organisation: UN World Tourism Organisation highlights the potential
of tourism industry in India considering Indias good economic performance and sound
macroeconomic indicators. A GDP growth rate in the region of 7% has related huge purchasing
power for the booming middle class. Tourism industry is highly related to air travel both international
and domestic.
199. Assessment of terminal expansion requirement or necessity of additional airport terminals
needs fair analysis of inter-city airport passenger travel forecast for the horizon years. The details of
air passenger forecast are presented in Chapter 6.
4.6.4. GOODS TERMINALS
200. The MMR contains major settlements like Greater Mumbai, Navi Mumbai, Kalyan-Dombivali,
Bhiwandi, Vasai-Virar, Gorai-Manori, etc. Major goods traffic generators, Mumbai Port is located in
Greater Mumbai and Jawaharlal Nehru Port is located in Navi Mumbai. Besides, a number of railway
yards are located at strategic locations in the study area (Reay Road, Wadi Bunder, Goregaon,
Dahanu, Mulund, Kalyan and Turbhe) for loading and unloading of goods originated/ destined to the
study by are by rail for further transhipment/ distribution by road. In addition, truck terminals, major
truck parking areas, Oil depots are located at strategic locations in the study area for convenience of
road based goods vehicle movement. Observation of truck parking on major arterials, highways, etc.
in the study area indicates that, the demand for truck terminals is very high. City and Industrial
Development Corporation (CIDCO) is planning Navi Mumbai Special Economic Zone (NMSEZ) and
Maha Mumbai Special Economic Zone (MMSEZ). Other SEZs are also under contemplation. All
these major nodes generate substantial goods movement and therefore planning for additional truck
terminals in the study area is required.
201. 44 major truck terminals are identified based on secondary information and primary surveys
(count and OD survey at outer cordon locations and sub-regional cordon locations) conducted. The
locations of existing major goods terminals are presented in Figure 4-113. The identified truck
terminals are classified in to the following categories based on the functionality/ operations of the
terminals.
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PROFILING TRANSPORTATION SCENARIO

TRANSFORM
(a)
(b)
(c)
(d)
(e)
(f)

Container Depots;
Container Warehousing Corporation;
(C) Food Corporation of India;
Industrial Areas;
Oil Depots; and
Terminal Areas.

202. On sample basis, about 25 truck terminals are selected representing each functional
category as presented above. For collection of the required data, special questionnaire is designed
to elicit the information about the trucking operations including availability as well demand for parking
inside the terminal from terminal operators/ agents. Survey Formats are enclosed in Annexure 4-1.

Figure 4-113: Existing Goods Operating Locations of MMR

203. Site visits are made to the selected truck terminals/ depots in MMR and information is
collected in discussion with the truck terminal operating personnel. Information collected from the
terminal authorities are summarised in Annexure 4-8 and briefly description of the terminals is as
follows:
204. Truck Terminal, Kalamboli: Truck terminal at Kalamboli was developed considering the
need of providing truck parking facility, transit and transhipment of goods of trucks. The truck
terminal is located on a triangular plot covering an area of 13.06 hectares adjoining the Panvel byepass connecting Mumbai-Pune Expressway. The truck terminal is directly connected to National
Highway No. 4 and Panvel Bye-pass to facilitate the easy dispersal of trucks. The truck terminal has
a parking space of about 5.5 hectares for parking of 500 trucks at a time. Besides parking lot, the
truck terminal houses all the relevant activities related to goods activities and provides various
facilities like transit godowns (167), a petrol pump-cum-service station, 3 petrol pumps, 33 garages
and spare parts, shops, 3 lodging complex plots, 9 weigh bridges, 2 restaurants, 2 common toilets
and bathrooms and 2 washing ramps. Most of the commodities handled are heavy cargo.
PROFILING TRANSPORTATION SCENARIO

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TRANSFORM
205. Truck Parking Area at Panvel: This is a truck parking lot used by various truck operator/
drivers located near the petrol pump on Old NH-4. There are several road side garages for repairing
activities of the trucks. This terminal is not systematically developed and it is developing on its own.
206. MAFCO, Turbhe: This is located in Turbhe very near to Sanpada railway station and it is
used as a retail market for vegetables and fruits to cater for the local needs. All the vegetables/fruits
are loaded and unloaded by hand carts and tempos from APMC to MAFCO. There is no provision for
parking of LCVs and other goods vehicles.
207. Mahape Industrial Area, Mahape: This industrial area is located in Mahape, Navi Mumbai.
The commodities handled are chemicals, fertilizers and manufactured goods etc.
208. Truck Terminal, Vashi: It is accommodated within the Agricultural Produce Market Complex
(APMC) at Sector-19. The truck terminal is located on the eastern side of nodal expressway (Palm
Beach Marg) which connects Thane-Belapur Road on the north and Sion-Panvel Expressway on the
south with interchange facilities. The capacity of the parking area is 400 truck and additional few car
spaces is also available. It was well planned by CIDCO and maintained by private operators. It
provides amenities such as Central Facility Building with 90 offices, 52 transit godowns, 24 repair
shops and garages, 10 restaurants, 2 petrol pumps, 2 weigh bridges, 3 lodging complexes, 14
washing bays, a bathroom and 2 toilets. It is being operated on ''Pay and Park System'' and charges
vary from four hours to more than 24 hours. Most of the goods movement coming from southern and
eastern states of Maharashtra via NH4 and Mumbai Pune Expressway and going to Northern states
use this truck terminal.
209. Truck Terminal, Wadala: This is the biggest truck terminal of Greater Mumbai located in
Wadala, which was planned in various phases (Phase I, II and III). The completed phase of Wadala
truck terminal (Phase I) is used for loading, unloading, parking, repairs, etc. of trucks. It contains 515
godown units. Internal road system is utilised by the containers as well.
210. Mahesh Industries, Bhayandar: This is used for loading, unloading activity. It contains a
godown space of 1000 sq m.
211. Central Warehousing Corporation, Bhayandar: The commodities handling are fertilizers,
chemicals and electronic goods. This is used for loading, unloading activity. There is a proposal of
shifting it to outside MMR, due to heavy octroi charges levied.
212. Railway Yard, Mulund: This is a cement godown used for storing of cement and further
transhipment to trucks. Current spaces available for office and godowns are inadequate. Transit
sheds on 4 platforms are used as a godown space (each of size 30X1000 sq m). The condition of the
approach roads needs to be improved.
213. Railway Yard, Goregaon: This is a cement godown used for storing of cement and further
transhipment to trucks. Current spaces available for office and godowns are inadequate. The
condition of the approach roads needs to be improved. On average 12,000 vehicles/ month use this
railway yard.
214. Reay Road Terminal Yard, Reay Road: It is working as a storage place, loading and
unloading activities. Monthly trucks operating are about 15,000. Commodities handling here are daily
household items.
215. FCI Godowns, Reay Road: This is acting as a storage place for wheat and rice. Monthly,
300 trucks are loading and unloading the goods here. All the commodities from these godowns are
carried to JNPT for export or vice-versa.
216. FCI Godowns, Borivali: This is acting as a storage place for wheat and rice. Monthly, 1200
trucks are loading and unloading the goods here.
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217. Kalyan Railway Yard, Kalyan: It is located in Kalyan area. Loading of cement takes place at
this yard. Godown space available here is 30,000 Sq m.
218. Turbhe Railway Yard, Turbhe: Commodity handled here is cement only. Here, the loading
of cement takes place. The monthly turnover of 120 trucks takes place at this place.
219. Wadi Bunder Railway Yard, Wadi Bunder: This railway yard is located in Wadi Bunder.
Loading of cement takes place at this location.
220. Dahanu Yard, Dahanu: This railway yard is located in Dahanu. Loading of cement takes
place at this location.
221. IBPCL, Sewri: It is an oil depot which acts as a storage place. Here, collection and
distribution of liquid petroleum products takes place. The terminal area available is 11,000 sq m.
There is a need for an additional space of 4000 sq m.
222. HPCL, Sewri: Collection, storage and distribution of liquid petroleum take place here.
Additional parking space is required for storage of the petroleum products.
223. BPCL, Sewri: Collection, storage and distribution of liquid petroleum products take place
here. Parking space under usage is about 500 sq m. Average monthly turn over is about 400 trucks
/day. There is a demand for additional space for parking.
224. IOCL, Sewri: This is located in Sewri for collection, storage and distribution of liquid
petroleum. Available parking space is about 300 sq m. This terminal requires an additional parking
space at least equal to the present parking space.
225. HPCL, Terminal II, Sewri: Liquid petroleum is getting collected, stored and distributed from
this place. The general opinion expressed by the terminal operators was for improvement of the BPT
roads for smooth movement trucks.
226. HPCL, Terminal I, Wadala: It is located in Wadala area. Parking space available is about
300 sq m.
227. FCI Godowns, Wadala: This is used for storage of food grains in Wadala area. In a month,
average 225 trucks are operating here.
228. Wagle Industrial Area, TMC: Most of the engineering (Manufacturing) companies are
located in this area. As a result, trucks are getting operated in this area. There is active proposal for
converting part of the industrial area in to office related activities.
229. Kalyan Dombivali Industrial Area, KDMC: Large numbers of engineering companies are
located in this area, requiring terminal facilities. Commodities handled in this area are chemicals,
fertilizers and other engineering materials.
External Goods Analysis:
230. The region wise tonnage distribution of the external goods inflow/ outflow traffic is obtained
from the traffic count and OD survey carried out at Outer Cordon locations. It is observed that, most
of the goods traffic destined/ originated to Greater Mumbai and Navi Mumbai. Tonnages that are
attracted to various regions are presented in Table 4-54. For estimation of horizon year goods
movement, growth rates are established based on the following methods.
(a) Past Growth Trends;
(b) Elasticity Method (using NDDP growth rate of study area districts); and
(c) Fratar Method (using NSDP of the influencing states and NDDP growth rate of study area districts).

PROFILING TRANSPORTATION SCENARIO

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TRANSFORM
Table 4-54: Region-Wise Inflow of goods tonnage: Base Year (2005)
S.No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

231.

Region
Greater Mumbai
Navi Mumbai
JNPT
Thane
Dombivili
Kalyan
Mira Bhayandar
Vasai-Virar Region
Bhiwandi
Ulhas Nagar
Ambernath
Badlapur
Karjat
Khopoli
Pen
Alibag
Uran
Rest of MMR
Total

Inflow-2005 Goods Tonnage

38526
31445
4093
4934
367
2979
1384
3474
7605
881
799
1459
8
755
548
160
1005
3200
1,03,621

Details of estimated growth rates are presented in the following sections.

Past Growth Trends:

232. Based on the earlier study (CRRI) at the outer cordon locations, the estimated growth rate of
goods vehicles is varying between 5.5% and 10.3% on various inter-city roads and the details are
presented in Table 4-55. The average annual goods vehicle traffic growth observed was 7.4%.
Table 4-55: Growth Rate of Goods Traffic -Period 1983 (CRRI Study) to 2005 (
Road Category
NH-8
NH-3
NH-4/ Expressway
NH-17
Total NH
Other Roads
Average

)
Goods Traffic
8.4
5.5
6.8
6.6
6.2
10.3
7.4

233. Elasticity method (using NDDP growth rate of study area districts): The estimated
average growth rate of District Domestic Product of MMR is 8.43% during last five years (National
Informatics Centre, India) and with an average assumed elasticity of 0.7, the expected growth rate
for goods is around 5.9%.
234. Fratar Method (using NSDP of the influencing states and NDDP growth rate of study
area districts): The growth rate estimated for goods vehicular traffic based on NSDP of the
influencing states and NDDP of districts of MMR (Mumbai, Thane and Raighad districts) is 5.7%. The
details are presented in Table 4-56. Base year analysis indicates that, MMR as a whole is producing
18,887 vehicles and attracting 17,076 goods vehicles. The forecasted goods vehicular traffic for the
horizon year (2031) indicates that, the region may produce 79,168 vehicles and attract 71,794
vehicles.
Table 4-56: Goods Trip Productions & Attractions of MMR for Base (2005) and Horizon (2031) and its Growth
Rate
Trip Production
Trip Attraction
Total Traffic

Base
18887
17076
35963

Horizon
79168
71794
150962

Growth Rate
5.7
5.7
5.7

235. Adopted Growth Rate: As presented above, the annual growth rate of goods vehicle traffic
assessed from past growth trends, elasticity method and Frator method are 7.4%, 5.9% and 5.7%
respectively. The growth rate estimated using past growth trend method was on the basis of two
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TRANSFORM
surveys (CRRI, 1983 study and present 2005 study) with a gap of 22 years and not based on any
time series data. Hence, this high growth to be taken with caution. Moreover, this kind of high growth
rate may not be sustainable over planning period. The growth rates estimates from elasticity method
and Frator method are yielding similar growth rates that are more likely to happen. Hence, annual
growth rate of 5.7% has been adopted for forecasting of external goods movement for the study
area.
4.6.5. INTER-CITY R AIL TERMINALS
236. Rail transport is the most commonly used mode of long-distance transportation in India.
However, the inter-city travel from/to the metropolitan cities by rail mode in general and MMR in
particular is changing fast. Recent phenomenon of increase in number of private airline operators in
domestic air travel providing services at lower prices and increase in inter-city private bus operation
due to improvement of highways is changing the inter-city mode choice. Prior to these developments,
the dominant mode of inter-city travel was rail and now its share is reducing because of the
competition from air and road based modes.
237.
Mumbai city houses headquarters of both, Central and Western Railways, which handle a
major share of the inter-regional/city rail passenger traffic in India. Mumbai city has the history of
First passenger railway line from "Boree Bunder" (now Chhatrapati Shivaji Terminus) and Tannah
(now Thane) in 1853 covering a distance of 34 km (21 miles), formally heralding the birth of railways
in India. The railway line was extended from Thane to Kalyan (20 kilometers) after about a year.
From Kalyan, the railway line branched into two directions, viz. the North Eastern line leading
towards Igatpuri and Bhusaval and the South Eastern line towards Pune and Solapur.
238.
The inter city rail passenger demand in
MMR is met by Western Railway and Central
Railway which are busiest and largest railway
networks among 16 zones of Indian Railways.
Western Railway serves the entire state of
Gujarat, the eastern portion of Rajasthan, some
portions of western Madhya Pradesh and some
places of coastal Maharashtra. It also operates
the Western line of the Mumbai suburban railway
system which extends from Churchgate to
Dahanu Road. On the other hand, Central
Railway, which has its headquarters at
Chhatrapati Shivaji Terminus (formerly Victoria
Terminus) covers a large part of the state of
Maharashtra as well as parts of north-east
Karnataka and southern Madhya Pradesh.
Figure 4-114: Location of Major Railway Terminals/

239. The inter-city rail passenger terminal and Stopping Stations in MMR
halt stations in MMR under the jurisdiction of
Western Railway are Mumbai Central, Bandra Terminus (Terminal Stations), Dadar, Andheri,
Borivali, Vasai Road and Virar (Halt Stations). On Central Railway are Chhatrapati Shivaji
Terminus, Lokmanya Tilak Terminus, Dadar (Terminal Stations), Thane and Kalyan. Location of
Major Railway Terminals/ Stopping Stations in MMR is shown in Figure 4-114. The number of
originating trains from different rail terminals in MMR is presented in Table 4-57. The number of
originating/ enroute trains, terminal/ station wise is presented in Table 4-58.

PROFILING TRANSPORTATION SCENARIO

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TRANSFORM
Table 4-57: Originating Inter-city Trains from MMR
S. No.
Railway Stations
Western Railways
1
Mumbai Central
2
Bandra Terminus
Central Railways
3
CST
4
Dadar
5
Lokmanya Tilak Terminus
Regular: Trains running on all the days/ week days
Staggered: Trains running alternate days/ twice/ once in a week

Regular

Staggered

19
9

2
6

31
4
9

6
7
19

Table 4-58: Originating/ Enrouting Inter-city Trains from MMR Terminal/ Station Wise
Terminal/ Station
Start
Enr.
Western Railways
Mumbai Central
21
0
Dadar
0
20
Bandra Terminus/ Bandra
15
15
Andheri
0
9
Borivali
0
27
Sub-Total
36
71
Central Railways
Mumbai CST
37
0
Dadar
11
21
LT Terminus
28
0
Kalyan
0
74
Thane
0
34
Sub-Total
76
129
Total
112
200
Source: Compiled from Western Railway and Central Railway websites

Total

Start

Enr. (% )

Total (% )

21
20
30
9
27
107

100
0
50
0
0
34

0
100
50
100
100
66

100
100
100
100
100
100

37
32
28
74
34
205
312

100
34
100
0
0
37
36

0
66
0
100
100
63
64

100
100
100
100
100
100
100

240. The regular trains (running on all the days/ week days) are more compared to staggered
trains (running alternate days/ twice/ once in a week) at all the terminals except LT terminus. The
number of inter-city trains operated by Western and Central Railway i.e. originating from MMR was
36 and 76 respectively and the total is 112. If it is assumed that the total number of originating trains
is almost equal to the destining trains, total number of inter-city trains operated by Western and
Central Railway i.e. originated/ destined from/ to MMR are 72 and 152 trains respectively and the
total is 224. In 1980, as per CRRI study reports, the number of inter-city trains operated by Western
and Central Railway per day i.e. originated/ destined to BMR was 48 and 58 respectively and the
total was 106. The average number of passengers originated from/ destined to MMR was 1,40,000
/day. The analysis of 2005-06 data of inter-city rail passenger data indicates that, the average no. of
passengers originated/ destined from/ to MMR is 3,60,000/day. Thus, over a period of 26 years, the
number of inter-city trains has increased by1.7 times and the number of inter-city passengers has
been increased by 2.57 times (from 140,000 to 360,000 /day). To cater to the year 2000 passenger
demand, CRRI had proposed new terminals near Bandra (for Western Railway) and near Kurla (for
Central Railway). These came in to existence in 1990s.
Review of CRRI Study (1983):
241. CRRI (1983) had carried out Inter-city rail passenger analysis as part of Comprehensive
Transport Study for Bombay Metropolitan Region (BMR) and estimated the growth of rail passenger
trips by 2001. Major inferences from the analysis are presented as follows:
The number of inter-city trains operated by Western and Central Railway (1980) i.e. originated/ destined to BMR
was 48 (30 mail express, 6 passenger, 8 shuttle trains and 4 holiday specials) and 58 (46 mail express, 10
passenger and 2 holiday specials) respectively;
(b) Total passengers (estimated from issue of tickets) originated & destined per day to railway stations under
Western Railway and Central Railway are 0.45 lakh and 0.90 lakh respectively and the total is 1.35 lakh
approximately. Thus the contribution by Western and Central Railway is 33.7% and 66.3% respectively;
(c) Western Railway: The distribution of trip-ends (0.0.46 Lakhs in 1980) among the stations on Western Railway is
78.6%, 7.6%, 10.5% and 3.3% for Bombay Central, Dadar, Borivali and Virar respectively;
(d) Central Railway: The distribution of trip-ends (0.90 Lakhs in 1980) among the stations on Central Railway is
80.2%, 12.0% and 7.8% for VT, Dadar and Kalyan respectively for the year 1991;
(a)

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TRANSFORM
(e)

(f)

(g)

(h)

(i)

(j)
(k)

(l)

(m)

(n)

Internal distribution of inter-city railway passenger trip-ends of Western Railway passengers indicate that, the tripends from/ to Island City, suburbs of Greater Mumbai, rest of the region and through trips is 60.5%, 32.4%, 5.3%
and 1.8% respectively. These figures indicate the dominance of Greater Mumbai in general and Island City in
particular. In case of Central Railway, the trip-ends from/ to Island City, suburbs of Greater Mumbai, rest of the
region and through trips are 68.1%, 21.4%, 9.0% and 1.5% respectively. These figures indicate the dominance of
terminals located in Island City of Mumbai;
External distribution of inter-city railway passenger trip-ends of Western Railway passengers indicate that, the
trip-ends from/ to Gujarat, Rajasthan/UP/Delhi/Haryana, Dahanu/ Palghar, Punjab/ HP/ J&K and Madhya
Pradesh is 67.9%, 21.7%, 6.1%, 2.5% and 1.8% respectively. The station wise contribution is 78.6%, 10.5%,
7.6% and 3.3% by Bombay Central, Borivali, Dadar and Virar respectively. In case of Central Railway, the major
share of 65.7% accounted by Maharashtra. Out of Maharashtras share of 65.7% of the Central Railways total
trip ends, more than half the number confined to Pune district, a quarter to Nashik district, thus leaving the
remaining quarter to the rest of that state. Around 12% of the trips are leading to Tamil Nadu & Kerala states;
Of the total flow of 2,28,869 passenger trips from and to the BMR, the railways carried a maximum of about
59.2% (20% by Western Railway and 39.2% by Central Railway). Buses came the next with 35% of total
passenger trip-ends. While half of the bus passenger trip-ends were continued to and from the MSRTC bus
terminals at the Bombay Central and Parel, the remaining half not only pertained to other areas in the BMR but
also related to private buses in the entire BMR. Private cars were found to contribute only to an extent of 4% of
the total inter-regional passenger trips, while the role of Taxi was even less than only about one-third of what the
cars carried;
The secondary modes chosen by the railway passengers while travelling in both the directions between the
residential places and the railway stations inside the BMR indicate that, the most popular singular secondary
mode of transport was suburban local train system which accounted for a little over one-third of the total interregional passenger trip-ends by both the Western and Central Railways. The next prominent secondary mode
was the taxi which catered to 33.7% of the Western Railway inter-regional trip-ends and 30% of the Central
railways. Third in order was the bus, which was responsible for about one-sixth to one-fifth of total trip-ends in
both the railways;
The estimated inter-regional rail passenger trips by 1991 and 2001 (with an adopted growth rate of 5% per
annum) was 2.43 lakhs/day and 3.96 lakhs/day respectively (as against the 1980 figure of 1.35 lakhs/day) These
figures indicate that, the number of inter-regional railway passenger would multiply by 1.8 times in the year 1991
and 2.9 times in 2001;
The projected inter-regional rail passenger traffic has been distributed to Western and Central Railways was
33.7% and 66.3% respectively for the year 1991 and 2001;
Western Railway: The distribution of trip-ends (0.82 Lakhs in 1991 and 1.33 Lakhs in 2001) among the stations
on Western Railway is 70.0%, 10.0%, 10.5% and 3.5% for Bombay Central, Dadar, Borivali and Virar
respectively for the year 1991 and 65.0%, 20.0%, 11.5% and 3.5% respectively for the year 2001.
Central Railway: The distribution of trip-ends (1.61 Lakhs in 1991 and 2.62 Lakhs in 2001) among the stations
on Central Railway is 70.0%, 20.0% and 10.0% for VT, Dadar and Kalyan respectively for the year 1991 and
65.0%, 25.0%, 10.0% and 3.5% respectively for the year 2001;
The CRRI study advised to shift a part of the long-distance passenger terminal facilities from the Bombay Central
to Bandra-Khar area in the case of Western Railway and from VT to Dadar and/or Kurla in case of Central
Railway; and
It was estimated that, the probable number of daily regular trains that will be in operation in the year 1991 are
likely to be about 22 pairs and 29 pairs on the Western Railway and 35 pairs and 46 pairs on Central Railway by
1991 and 2001 respectively.

Annual Statistics of Originating Rail Passengers:

242. Growth of originating rail passengers from the MMR (based on the ticketing reservation
centers located in the MMR) is presented in Table 4-59. It can be seen that during period 1976 to
2003, inter-city rail passengers originating from MMR are increased at 4.1% on Central and 5.6%
and Western railways. Overall growth rate is 4.8% per annum.
243. Average of annual growth rates works out to be 2.6% and 4.1% on Central and Western
railways respectively and overall average growth rate is 3.2%. However, it is pertinent to mention
here that negative growth rate has been noticed during the years 2001-02 and 2002-03. The
negative rate could be due to the competition from other modes (bus and air). High frequency of
private bus operations connecting MMR with major cities of Maharashtra and other states and low air
fares by private airlines played major role in taking away the inter-city passengers from rail. At the
same time, it is difficult to ascertain the continuity of the trend. Hence, for long-term planning
purposes, the growth rates estimated from the past trends have been assumed for estimating the
inter-city rail passengers for the horizon year period.
244.

The adopted growth rates for estimating the originated inter-city rail passenger trips from

PROFILING TRANSPORTATION SCENARIO

4-89

TRANSFORM
MMR for the period 2004-2016 and 2017-2031 are 3.5% and 2% respectively which are on
conservative side compared to the growth rates observed based on past trend.
Table 4-59: Number of Tickets Issued Annually at Different Stations (MMR)
Year

CR

1975-76
1980-81
1985-86
1990-91
1997-98
1998-99
1999-00
2000-01
2001-02
2002-03

6,755
10,513
10,333
16,200
20,165
18,684
18,853
22,100
20,847
20,211

WR

Total

Share (% )
CR
WR
56.9
43.1
57.8
42.2
51.4
48.6
52.5
47.5
47.9
52.1
42.7
57.3
40.6
59.4
39.4
60.6
43.8
56.2
47.8
52.2

5,127
11,882
7,690
18,203
9,779
20,112
14,663
30,863
21,908
42,073
25,030
43,714
27,591
46,444
33,990
56,090
26,712
47,559
22,074
42,285
Average Growth Rate (% )
Compound Average Growth Rate in % (1976-2003)

CR

Annual Growth rate (% )

WR
Total

9.2
-0.3
9.4
3.2
-7.3
0.9
17.2
-5.7
-3.1
2.6
4.1

8.4
4.9
8.4
5.9
14.3
10.2
23.2
-21.4
-17.4
4.1
5.6

8.9
2.0
8.9
4.5
3.9
6.2
20.8
-15.2
-11.1
3.2
4.8

245. The secondary data on ticketing information i.e. origin station and destination station of
originating passengers from the study area (MMR) for year 2005-06 for the stations CSTM, LT
Terminus and Dadar on Central Railway and Mumbai Central, Bandra terminus and Borivali stations
on Western Railway is collected through MRVC.
246. In addition to the above discussed data, the total originating passengers for the years 200304, 2004-05 and 2005-06 has also been collected and the details are summarized in Table 4-60.
Compared to the reported values in CRRI report for the year 1980 wherein the share of Central and
Western Railways was 66.3:33.7, it now stands at 62:38 for the year 2006. There is a decrease in
Central Railways share as compared to Western Railway.
Table 4-60: Originating Passengers (Reserved Classes) Annually at Different Stations (MMR)
Railway

Central
Railway

Western
Railway

Sl. No.
1
2
3
4
5
1
2
3
4
5
6
7
Total

Station
CSTM
Dadar
LT Terminus
Kalyan
Thane
BC Terminus
Dadar
Bandra Terminus
Andheri
Borivali
BSR
Virar

CR
WR
CR
WR
Source: Central and Western Railways
Split

2004

2005

2006

48,39,686
17,70,406
28,45,599
16,01,512
6,35,670
40,48,910
72,676
18,20,869
28,122
10,16,010
31,918
5,576
1,87,16,954

46,30,764
18,12,132
30,03,569
16,48,993
6,91,387
38,13,493
79,848
19,64,203
50,184
10,95,849
27,587
6,237
1,88,24,246

47,46,641
19,34,822
33,01,032
17,28,794
7,62,513
39,47,800
88,809
23,14,807
58,212
12,37,943
27,218
7,171
2,01,55,762

1,16,92,873
70,24,081
62.5%
37.5%

1,17,86,845
7037401
62.6%
37.4%

1,24,73,802
76,81,960
61.9%
38.1%

247. Internal distribution of inter-city railway passenger trip-ends of Western Railway and Central
Railway passengers by terminal/station wise are presented in Table 4-61 and Table 4-62
respectively.

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Table 4-61: Internal Distribution of Originating Passengers (Reserved Classes) Annually at Different Stations
(MMR): Western Railway (Million)
Sl. No.
1
2
3
4
5
6
7

Station
BC Terminus
Dadar
Bandra Terminus
Andheri
Borivali
BSR
Virar

Total

2004
No.
4.05
0.07
1.82
0.03
1.02
0.03
0.01
7.02

2005
%
57.6
1.0
25.9
0.4
14.5
0.5
0.1
100.0

No.
3.81
0.08
1.96
0.05
1.10
0.03
0.01
7.04

2006
%
54.2
1.1
27.9
0.7
15.6
0.4
0.1
100.0

No.
3.95
0.09
2.31
0.06
1.24
0.03
0.01
7.68

%
51.4%
1.2%
30.1%
0.8%
16.1%
0.4%
0.1%
100.0

Table 4-62: Internal Distribution of Originating Passengers (Reserved Classes) Annually at Different Stations
(MMR): Central Railway (Million)
Sl. No.
1
2
3
4
5

248.

Station
CSTM
Dadar
LT Terminus
Kalyan
Thane
Total

2004
No.
4.84
1.77
2.85
1.60
0.64
11.69

2005
%
41.4
15.1
24.3
13.7
5.4
100.0

No.
4.63
1.81
3.00
1.65
0.69
11.79

2006
%
39.3
15.4
25.5
14.0
5.9
100.0

No.
4.75
1.93
3.30
1.73
0.76
12.47

%
38.1%
15.5%
26.5%
13.9%
6.1%
100.0

The following inferences are drawn based on the above:

(a) In case of Western Railway, the trip-ends from Mumbai Central and Bandra Terminus contribute 51.4% and
30.1% respectively and the trip ends from Borivali, Dadar and Andheri are 16.1%, 1.2% and 1.2% respectively.
These figures indicate the dominance of Greater Mumbai in general and Island City in particular;
(b) On Western Railway, the percentage contribution by Mumbai Central terminus is decreasing and Bandra
terminus and Borivali is increasing;
(c) In case of Central Railway, the trip-ends from CSTM and LT Terminus are 38.1% and 26.5% respectively and trip
ends from Dadar, Kalyan and Thane are 15.5%, 13.9% and 6.1% respectively. These figures also indicate
dominance of Greater Mumbai in general and Island City in particular on Central Railway, the % contribution by
CST is decreasing and LT Terminus is increasing;
Table 4-63: Originating Passengers (All Classes) Annually by Central and Western Railways
Railway
CR
WR
Total

2004
27,276,426
16,488,549
43,764,975

2005
28,231,101
17,065,648
45,296,749

(d) The proposed new rail terminal near Bandra and Kurla by CRRI
study way back in 1980 and realisation of the same in 1990s has
made it convenient for rail passengers. These terminals handle
30.1% of Western Railways originating passengers and 26.5% of
Central Railways originating passengers;
(e) The annual statistics of total originating passengers for the year
2002-03 as tabulated in Table 4-63 has been projected for the year
2004-05 and 2005-06 assuming an annual growth rate of 4% per
annum as discussed above. Trips were split between Central and
Western Railway as per the observed split of 62% and 38%
respectively for the period 2003-06;
(f) The originating passengers for the years 2004, 2005 and 2006
include the originating passengers of both reserved and
unreserved classes. Whereas the originating passengers
presented in earlier includes only the originating passengers of
reserved class only;
(g) The number of annual originating rail passengers from MMR for
the year 2005-06 is approximately 46.8 million. Assuming, on an
average, that the trains are operated 260 days in a year and
originating and destining passengers are almost equal, the
average daily originating & destining passengers are approximately
360,000 per day. Cumulative originating inter-city rail passengers
PROFILING TRANSPORTATION SCENARIO

2006
29,219,190
17,662,946
46,882,135

Figure 4-115: Cumulative Originating

Inter- City Rail Passengers from MMR

4-91

TRANSFORM
from MMR is presented in Figure 4-115; and
(h) The total no. of originating and destined rail passenger trips from/to MMR per annum (all classes) for the year
2005 was 93.6 Million (58.4 Million by Central Railway and 35.2 Million by Western Railway).

4.6.6. PORTS
Introduction:
249. Twelve biggest ports of India are managed
directly by central (federal) government through a
Ministry of Government of India. They have been
declared statutorily as Major Ports of India and their
day to day operations are managed through respective
autonomous Port Trusts. Post liberalisation, there
have few private ports which operate at similar, if not,
equal levels with Major Ports but they are still termed
as Minor Ports are operated State (provincial)
governments.
250. The MMR has two of these twelve major ports of India i.e., Mumbai Port (MbPT) and
Jawaharlal Nehru Port (JNPT). In addition, another port is being planned at a site known as Rewas.
Mumbai Port:
251. Port of Mumbai has long been the principal gateway of India. It is situated almost midway
along the west coast of India and is gifted with a natural harbour ( Figure 4-116 and Figure 4-117).
Over the years it has played a dominant role in developing the country's trade and commerce. Its rise
to eminence was largely due to its strategic location providing ample shelter for shipping throughout
the year. There are three enclosed wet docks namely Indira, Prince's and Victoria Docks. In addition,
for handling crude and petroleum products, there are four jetties at Jawahar Dweep, an island in the
Mumbai harbour. Chemicals and other related products are also handled at a jetty at Pir Pau. The
port, during its long chequered history of over 130 years, has been called upon to handle all types of
cargo-handling up to approximately one sixth of the total sea-borne trade of the country.
8

Re gional Road Connectivity

NH

Vira r

H3

G ho
dba
nde
ad
r ro
)
S
( H

Th ane

E EH

WEH

Mu mb ra

SH4 2

MbPT

JNPT

JNPT

B
H4

Figure 4-116: Location of Mumbai Port

M
u

iP

ne

re

s
sw
ay

NH4

K ho p ta B rid g e

Rewas

S H 54

NH17

S H8 1

Am r a ro a d

Ka lam bo li
Ju nct ion
H4
S

4 2 0

12

16
Kilo me ters

Figure 4-117: Location of Mumbai Port, Jawaharlal Nehru

Port and Rewas Port in MMR

252.
Port of Mumbai also includes Mazagon Dock Limited. Taken over by the government in
1960, it is the principal builder of warships, submarines, and offshore platforms. It is the largest

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PROFILING TRANSPORTATION SCENARIO

TRANSFORM
shipyard in India and employs over 10,000 workers13. The yard has designed and constructed
surface combatants [6700 ton destroyers], submarines, cargo vessels, tankers, tugs, dredges, and
offshore structures. There is an impounded wet basin with dimensions of 274m x 26.2m x 9.14m.
Additionally, there are three slipways, with two capable of handling ships up to 27,000dwt, and the
third having a capacity of 16,000dwt. Steel fabrication facilities include 600-ton rolls, latest
technology welding systems, and bending and shaping machines. In addition, MDL is authorized to
use the facilities at Mumbai Port Trust. These facilities include a 305m dry-dock, and a 152m drydock. The yard is under the administrative direction of the Ministry of Defence.
253. Facilities: There are 63 anchorages
points in the area generally known as Mumbai
Harbour spread in Bay between Mumbai
Island and Main land ( Figure 4-118). All of
these are shared between the two ports of
Mumbai and JNPT. A total of 45 berths exist at
Indira, Victoria and Princes docks. In addition,
there are six liquid handing berths, two repair
berths and two passenger berths.
254. Besides wet docks, there are, along the
harbour front, a number of Bunders, which are
open wharves and basins where the traffic
carried by sailing vessels is handled. These
bunders have extensive facilities for loading,
unloading and storing the cargo and have an
aggregate quayage of 12,500 meters. There
are also various Container Freight Stations,
Empty Container Yards and warehouses,
which, together with Docks own storages area,
provide a total of 32 Ha of covered storage
area and 17.5 Ha of open storage area. In
addition, there are about 13000 slots for
containers.

Figure 4-118: Mumbai Harbour

255. The main constraint at Mumbai Port is the limitation posed on the size of vessels due to the
enclosed dock system with age-old Lock Gates. While the offshore Container Terminal, at a total
estimated cost of Rs 1,000 Crore, is one option for overcoming constraints, lately, the feasibility of
deepening the harbour wall berths is also being explored.
256. Hinterland: The state of Maharashtra is the Primary Hinterland for Mumbai Port. Nearly
44% of its traffic originates within the state. Mumbai city itself accounts for nearly 28% of the total
traffic of Mumbai Port. Another main area is Gujarat, which accounts for 14% of total traffic. Delhi
accounts for nearly 13% of the traffic. Other states such as Madhya Pradesh, Rajasthan, Punjab,
Haryana, Uttar Pradesh, West Bengal etc. account for the rest of the traffic.
257. Connectivity: Port authorities claim that a network of roads of over 126 km serves the Port
area. Most likely, this does not take into account issues related to thriving surrounding area which
houses large businesses and employment centres of Mumbai. Most of the roads around port are
congested. The Port of Mumbai owns and operates its own Railway, which is connected to the
13
An indication of the capabilities of the yard is evidenced by the fact that the Indian Navy had designated it as the facility to build
two attack submarines that were believed to be delivered by 2005.

PROFILING TRANSPORTATION SCENARIO

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TRANSFORM
broad gauge main lines of the Central and Western Railway at its Interchange Railway Yard at
Wadala. The Railway runs about 11 km of straight route between Ballard Pier and Wadala and has
an extensive network of track of about 130 km. It serves the Docks as well as various installations
and factories on the Port Trust estates. It has its own fleet of 9 diesel locomotives. MbPT Railway is
connected to the Indian Railways at Raoli Junction at Wadala for receiving and despatching the
trains generated from and to the hinterlands. The Marshalling yard at Wadala runs into a total of 21
track Km. The yard has 5 full length lines in each receiving and dispatching yard which can cater to
10-12 trains a day which can be exchanged with Trunk Railways.
258. For handling ICD traffic, an RCD has been set up at Cotton Depot with facilities for reception
and stacking of containers. It can handle two trains of 45 wagons with double dispatch facilities.
Operation of port railways has been a bane as it is not one of the core functions of Port authorities.
Many attempts at transferring the assets to India Railways for efficient operation failed as it involved
tricky problems related transfer of labour.
259. Since the rail network of Central and Western Railway around the port is already congested
with heavy intra (suburban) and inter-city passenger operations, very limited capacity is made
available to the port. Only a small window of three to four hours (out of a total of 24 hours in a day) is
made available for freight traffic destined or originating inside the port premises. This, coupled with
problems described in earlier paragraphs, have limited the use of Rail as an important mode of
evacuation in Mumbai Port in spite of it being theoretically connected to all of India and extensive inport rail infrastructure.
260. Performance: Overall traffic (Import & Export), Non-POL Imports and Non-POL Exports at
Mumbai port are presented in Figure 4-119, Figure 4-120 and Figure 4-121 respectively. Till 198485, the Mumbai Port's annual traffic handling was the highest among all the major Indian ports. At
present it is ranked in 6th or 7th. The overall traffic handled at the port, has grown since last four
years. Traffic handled in the year 2006-07 was 52.4 million tonnes (provisional). It is found that,
most of this growth is due to to POL and Iron & Steel. Connectivity of POL is wholly by pipeline and it
does not get affected by the connectivity problems as faced by other commodities. Growth of Iron &
Steel (imports) might have been fuelled by the needs of growing manufacturing sector of Western
India which is not served by the competing JNPT. The all important container traffic has been
continuously decreasing since last eight years now.

Figure 4-119: Overall Traffic at

Mumbai Port (Import + Export, Mill.
Tonne)

Figure 4-120: Non-POL Imports at

Mumbai Port (million tonne)

Figure 4-121: Non-POL Exports at

Mumbai Port (million tonne)

261. Mumbai Port's decline has been mainly in the wake of the increasing trend of containerisation
of break-bulk cargo. And Mumbai Port's loss has been JNPT's gain from 54,643 TEUs in 1990-91,
the container throughput at JNPT increased to 1.9 million TEUs in 2002-03 and over 2.6 million
TEUs last fiscal (including private terminals at the port that are operated by P&O Ports and
Gateway). In comparison, Mumbai port handled 1.6 lakh TEUs in 2005-06, against 2.2 lakh TEUs in
2004-05.
262.

For this reason, Mumbai Port is now shifting its focus on building infrastructure for handling of

4-94

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
break and break-bulk cargoes for the next few years, instead of competing with JNPT for container
cargoes. While 80 per cent of the general cargo the world over is now being moved in containers, in
India only 45 per cent of the general cargo is containerised. Hence it is believed that at least for the
next 15 years, there is enough potential in India in the break and break-bulk segment.
263. Mumbai Port expects agri-products, including rice, wheat and oil cake, to be a potential cargo
for movement in the bulk mode. Also, as movement of steel products cannot be fully containerized,
the port expects that this cargo would continue to be shipped in break-bulk form at least for the next
eight to ten years. Such cargoes will be Mumbai Ports major focus areas. In the coming year, the
efforts of MbPT would be to garner more traffic through new cargo like salt and cement. It is
expected that automobile exports by Maruti Ltd and other automobile manufacturers will grow with
their export-base shifting to Mumbai Port.
264. The port has also realised that to further climb up the ladder by focusing on break and breakbulk cargoes it has to remove certain major constraints that are impeding its operations. At present
Mumbai Port has a draft of 9.2 m, which is just not adequate for larger vessels to enter. For this,
MbPT is planning to utilise the harbour wall by increasing the draft from 8.5 m to at least 10 m in the
next one or two years. Significantly, it has been concluded that the harbour wall area, which had
been given up for utilisation due to the rocky surface of the seabed, can be dredged.
265. Mode Split: Information regarding what mode is used to bring in different kinds of cargo is
not easily available.
Except POL, and limited amount of Containerised cargo (which is dwindling,
Ref. Figure 4-122), almost all of the other traffic reaches or leaves the port by road. This includes
more than 3 Mt (2002-03) of containers and more than a million tonne of metal products. All of these
involve movement of large trucks (Table 4-64).

Figure 4-122: Container Traffic at Mumbai Port (1975-2006)

266. MbPT's plans to improve road-rail connectivity through a dedicated cargo line between
Wadala and Kurla. It has also planned a separate road link via the salt pans at Wadala directly
connecting Chembur and bypassing the city. It has agreed to share the cost of this link, to be
executed by MMRDA.
267. Port is concentrating on break bulk and bulk. Specific commodities which are not amenable
for containerization are being targeted. Automobiles, Cement, Salt, Steel, food grain, pulses and
many commodities are being encouraged successfully. This is all in an addition to the already
growing liquid bulk traffic.
268. One of the saddest part of all this is that most of the evacuation is happening by road (trucks)
in spite the port having large infrastructure of railways. While road is considered the most inefficient
type of evacuation mode, specially for bulk or break bulk cargo, it has to depend on it as the only
means. Railway network around the port premises is overloaded with suburban and intercity
passenger traffic. With the port getting surrounded by intense commercial activities and large existing
PROFILING TRANSPORTATION SCENARIO

4-95

TRANSFORM
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.
269. In parallel, plans are also underway to make way for commercial exploitation of large real
estate. This will surely release additional space of business and employment, which will have its
own transportation requirement. But, at the same time, port operations will not cease or dwindle to
very low levels in the near future.
270. Need of the hour is to expedite the planned and dedicated rail and road link from Wadala to
Kurla/ Chembur and beyond. Being an autonomous profit centre of Government of India, it is better
for the city managers to plan the surroundings to serve its requirement rather than wish for its
annihilation.
Table 4-64: Mode Choice incoming exports and outgoing imports at Mumbai Port (2002-03)
Category
Export*

Commodity
Containerised Cargo
Fruits and Vegetables

Rail
9 061

Mode of Transport
Road
Pipeline
13 63 204
1 05 867

Total
13 72 265
1 05 867

Percentage of Total
Rail
Road Pipeline
0.66
99.34
100.00

Iron and Steel

1 25 535

1 25 535

100.00

Motor Vehicles

1535

1535

100.00

5 58 888
1 02 466
19 210
72 583
1 62 102
26 122

5 58 888
1 02 466
19 210
72 583
68 84 092
10 66 021
26 122
58 590
21 99 683
74 537
7 98 944
1 67 941
5 38 340
1 063
3 99 554
1 59 780
1563
167
1 51 274
4 60 703
28 494
51298
87 28 651
1 80 563

100.00
100.00
100.00
100.00

Other Metal Products

Rice
Vegetable and Castor Oil
Fodder
P.O.L
Miscellaneous
9 03 919
Import**
Chemicals
Chick Peas/Pulses
58 590
Containers
31 665
Fertilisers
Foodgrain
Iron and Steel
Lubricating Oil
Paper and Paper products
Other Metal Products
Rock Phosphate
Scrap
Sugar
Sulphur
Vegetable Oil
Wood Pulp
Wooden Logs
P.O.L
Miscellaneous
10911
Quantity in Tonnes
*Export Cargo Despatched **Import Cargo Received

21 68 018
74 537
7 98 944
1 67 941

68 64 092

_
5 38 340

1 063
3 99 554
1 59 780
1 563
167
1 51 274
4 60 703
28 494
51298
1 69 652

_
87 28 651

100
84.79
100.00
1.44

15.21
100.00
98 56
100.00
100.00
100 00
100
100.00
100 00
100.00
100.00
100.00
100.00
100.00
100.00
100.00
100

6.04

93.96

271. Land Ownership: It is said that half the total land of Island City and the whole of Ballard
Estate is owned by the Mumbai Port Trust. Historical structures like the Gateway of India, Taj Mahal
Hotel, Royal Bombay Yacht Club and Radio Club stand on land owned by the port trust for the last
131 years. MbPT's real estate empire is spread from Churchgate to Virar and from CST to right up to
Titwala, a village 60 km from Mumbai Port, on the Central Railway. A total of 401 hectares of MbPT
land is under use for port operations and residential quarters. Out of the balance 351 hectares, 305
hectares of land is historically rented out to a large number of tenants and lessees. A total of about
INR 30 crore is the annual rent revenue to MbPT. However, with the recent Supreme Court judgment
on the rent fixation dispute between MbPT and its tenants, the MbPT can expect to get about INR
350 crore out of the outstanding rent amounting to around INR 750 crore.
272. Out of the nearly 8.05 crore sq. ft land owned by the MbPT in and around Mumbai, the MbPT
has already declared some 4 lakh sq. ft (87 plots) for sale to the public. In response to their public
4-96

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
notices in the media, some parties have expressed keen interest in buying excess land. The
administrative process and legal formalities to dispose of the land is on. Nonetheless, MbPT has to
obtain the Union shipping ministry's approval before signing the final deal. Some land sale proposals
have already been forwarded to the ministry for its approval. It is generally believed that the prices of
commercial and residential properties in Mumbai can come down considerably if even a portion of
the MbPT's excess land is sold for building construction activity. At current market rates, the MbPT
can become cash rich by hundreds of crores of rupees. Modern property developers have proposed
to build restaurants, bowling allies, clubs, bars and even casinos to pave the way for a 21st century
nightlife within the Mumbai harbour, like it is at seaports in Western countries like the Rotterdam Port
in the Netherlands.
273. New Development Projects: Need of the hour is to expedite the planned and dedicated rail
and road link from Wadala to Kurla/ Chembur and beyond. Being an autonomous profit centre of
Government of India, it is better for the city managers to plan the surroundings to serve its
requirement rather than wish for its annihilation.
274. Master Plan for the Development of Mumbai Port: The Government of Japan in 1996 had
agreed to undertake a Study on the Master Plan for the development of Mumbai Port under the
Technical Co-operation Programme of the Government of Japan. Japan International Co-operation
Agency, the official agency responsible for the implementation of the Technical Co-operation
Programmes of the Government of Japan was entrusted the task of undertaking the Study, with the
following objectives:
(a) To formulate a Master Plan for the development of the Port of Mumbai for the period upto the year 2017-18; and
(b) To conduct a Feasibility Study on the short term development plan for the period upto the year 2007.

275. Proposed plans and investments for Master Plan for Mumbai Port by JICA are presented in
Table 4-65. JICA have now presented their report for consideration. JICA recommends construction
of three deep drafted offshore jetties with water depth of 13.5 m for handling of container vessels. It
envisages deepening of access channel -10.5 m. The total project cost of construction of 3 deep
drafted berths and infrastructural back-up is estimated at INR 17 billion.
Table 4-65: Master Plan for the Development of Mumbai Port Proposed Plans and Investments
Sl.
No.

1.

Name of the Project and its mode of

financing (e.g. Govt. funding or
PPP format)
Construction / Reconstruction of berths /
jetties etc.
Construction of two off-shore container
terminal
Mode of financing :

Brief Description of the Project

Projected future
Investment
(INR in Cr.)

The proposal comprises of construction of two off-shore

container berths for handling vessels of 6000 TEU
capacity. On implementation of the scheme, Mumbai
Port's cargo handling capacity will increase by 10
million tonnes per annum.

1228

The proposal comprises of upgradation of four harbour

wall berths at Indira Dock to handle large and deep
drafted vessels. On implementation of the scheme,
Mumbai Port cargo handling capacity shall increase by
7.00 million tonnes per annum.

353

The proposal comprises of construction of a berth at Pir

Pau for handling chemicals and specialised grades of
POL. Mumbai Port cargo handling capacity will
increase by 2.00 million tonnes per annum, on
implementation of the scheme.

116

PPP : INR 862 cr.

Govt. funding : INR 366 cr.
2.

Redevelopment of 18 to 21 ID, Harbour

Wall Berths
Mode of financing : Govt. funding

3.

Construction of 2nd berth for handling

chemicals / specialised grade of POL off
Pir Pau Pier
Mode of financing : Govt. funding

PROFILING TRANSPORTATION SCENARIO

4-97

TRANSFORM
Sl.
No.
4.

Name of the Project and its mode of

financing (e.g. Govt. funding or
PPP format)
New cruise terminal near Gateway of
India - Phase I and II

Brief Description of the Project

Projected future
Investment
(INR in Cr.)

The proposal comprises of construction of a

international standard cruise terminal near Gateway of
India to cater to cruise ships visiting Mumbai.

152

The proposal is to increase the crude oil handling

capacity of Mumbai Port by construction of a 5th oil
berth at Jawahar Dweep. On implementation of the
scheme, the crude oil handling capacity will increase by
15 MTPA

150

The proposal comprises of Modernisation of BPX, BPS

container berths to cater to deep drafted vessels.

150

Mode of financing : PPP

5.

5th oil berth at Jawahar Dweep modern oil berth to handle larger oil
tankers
Mode of financing : Govt. funding

6.

Redevelopment of BPX and BPS berths

Mode of financing : Govt. funding

Source: http://mumbaiport.gov.in/newsite/portinfo/future.htm

Jawaharlal Nehru Port:

276. Jawaharlal Nehru Port is located within the Mumbai harbour on west coast of India ( Figure
4-123 and Figure 4-124). This is the youngest major port commissioned in 1989 with total land area
of 25 km2. It is developing as Indias major hub port. The port has three dedicated terminals and
vast back-up area ideally suited for future maritime requirements of the country, especially the northwestern part. The water front infrastructure of the port spreads over 54 km2 with strong potential for
developing additional facilities. The land area in possession of the port measures 2584 Ha. Most of
this area is low lying but can be easily developed for providing operational back up facilities. The Port
is integrated into the national network of roads and railways.
277. The port had, in early 1990s, developed a new modern two-berth container terminal through
private participation on Build, Operate, Transfer basis. The terminal was developed by P&O Ports Ltd
through an SPV known as Nhava Sheva International Container Terminal Ltd (NSICT). The terminal
can handle about 1.2 Mt of containerized cargo per annum. A dedicated twin berth for handling POL
products and other liquid cargo has also been developed on Built Operate Transfer basis.
Development of the berth and allied facilities are completed in all respect. The port has planned for
reclaiming about 20 hectares area behind the bulk berth complex. This area is to be used for open
storage of project cargo, containers and vehicles meant for export. The port is in the advance stage
of putting in operation a third container terminal of equivalent size through BOT concession
agreement with a company known as Gateway Distriparks.
278. Facilities: There are three berths at JNPCT with a total quay length of 680 m. Another 600m
of quay length is with privately operated NSICT. Further, another about 712 m of quay length is
almost ready as the third terminal Gateway Terminals India Private Limited (GTIPL). Comparison of
facilities of these terminals is presented in Table 4-66. All three terminals have similar equipment
with about eight quay cranes each. In terms of gantry cranes, NSICT and GTIPL have 32 where as
JNICT has 21 of these (both rail as well as rubber tyre). While JNICT reports its capacity at 600,000
TEUs per annum, NSICT web sites claims a capacity of 1.1 million TEUs per annum. In terms of
performance, both the terminals have been performing almost at par with about 1.2 to 1.3 million
TEUs each. GTIPL is already handling about 60,000 TEU per month and shall reach traffic levels of
1.1 to 1.2 million TEUs soon.

4-98

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Figure 4-123: Location of JN Port

(among major ports of India)

Figure 4-124: Location of JN Port (in Mumbai

surroundings)

279. It is expected that total port will soon be handling traffic of about 4.0 million TEUs in the
coming years. Table 4-66 provides comparison of three terminals at JNPT in terms of various
facilities available.
Table 4-66: Comparison of facilities of various terminals at JNPT
Facility
Quay14 Length
RMQC15
RMGC16
RTGC17
Container Yard (Ha)
Railway Siding
Tractor Trailers
Reach Stackers
Reefer Points

JNPCT
600
8
3
18
41
4
119
11
280

NSICT
680
8
3
29
28
2
134
3
672

GTIPL
712
8
3
29
52+2+18
3
86
4
504

Total
1992
24
9
76
141
9
339
18
1456

280. Hinterland: Being the most important container terminal of India, almost all of the country
becomes its hinterland. Exports originating from and imports destined to landlocked states of
Northern India such as Punjab, Haryana, Delhi, UP, Rajasthan and MP are handled at various
terminals of JNPT. Traffic also comes from southern and East Indian states despite existence of
other container terminals such as those at Chennai and Vizag. This is so because many shipping
lines have permanent arrangement with terminals at JNPT. Once goods are booked for destinations
in Western Nations and on shipping lines calling at JNPT terminals, they have to be brought at JNPT.
281. Container as a commodity is derived. It is neither produced or consumed in itself. It only
forms part of supply chain of many other commodities with varied origins and destinations which are
stuffed in/ de-stuffed out of containers. Thus, immediate origin and destinations for containers
14

Platform built out from the shore into the water providing access to ships.
Rail Mounted Quay Cranes. These are the most important piece of infrastructure for any container terminal used to load
containers on specialised container ships.
16
Rail Mounted Gantry Crates: These are used to move containers in and around in the container yard before they are ready to be
loaded.
17
Rubber Tyred Gantry Cranes: These are also used to move containers on land with the added ability of moving themselves
without being restricted on any rail alignment.
15

PROFILING TRANSPORTATION SCENARIO

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TRANSFORM
loaded/ unloaded on ships are various Container Freight Stations and Inland Container Depots
where commodities arrive to be stuffed in containers. Locations of such CFS/ICDs are either near
consumption point or near loading/unloading point. ICDs of first type are spread all over India
wherever major commodities are produced or consumed. On the other hand, ICDs of second type
are spread around the JNPT port. Figure 4-125 and Figure 4-126 illustrate the process of import
and export of commodities stuffed in containers respectively.
Port Container Yard

20 footers (63.0%), 40 footers (37.0%)

Empties (30.3%), Loaded (69.7%)

Green Channel
(3.0%)

CFS
(56.7%)

CFS
Destuffing

Factory
Destuffing

Bulk Goods
to Importer

Containers
to Importer

Sending
Back Empty
Containers

Sending
Back Empty
Containers

Road ICD
(4.0%)

Rail ICD
(36.3%)

Figure 4-125: Container Import Process Flow18

Rail ICD

Road ICD

CFS

Factory Stuffed

Buffer Yard

20 footers (65%), 40 footers (35.0%), Empties (3.0%), Loaded (97%)

26.5%
7.5%

35.7%
7.7%

22.6%
Port Container Yard

Figure 4-126: Container Export Process Flow

18

Policy Issues in Port Development: Case Study of Indias Premier Port JNPT, G Raghuram, Indian Institute of Management,
Ahmedabad

4-100

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
282. Performance: Since its commissioning, terminals at JNPT have grown at a fast pace. World
class port side facilities along with good rail and road accessibility helped them to continuously grow.
Parallel growth and globalization of economy has been hand in hand with the ports growth. In fact,
till last year, growth of traffic at JNPT has been a barometer for the growth of Indian Economy.
283. Upto 2003-04, JNPTs growth was always above 20% per annum. Severe crunch of
evacuation infrastructure (both rail and road) in 2004-05 halted JNPTs growth and brought to the
fore the crises which was slowly developing. In the year 2005-06, all the terminals together are
again on double digit growth with the overall growth standing at more than 12% over last year.
Figure 4-127 shows the growth of JNPT along with dwindling of traffic of Mumbai Container terminal.
It can be seen that much of initial growth of JNPT was at the cost of loss of Mumbai traffic which has
been reeling under much more severe evacuation crunch.

Figure 4-127: Growth of Container Traffic at Mumbai and JNPT (TEUs)

284.
Connectivity: Figure 4-128 presentes the JN Port immediate surrounding transportation
network. JN Port surrounding transport network and regional connectivity are presented in Figure
4-129 and Figure 4-130 respectively. Of late, the port has been experiencing congestion leading to
delays. Connectivity has been one of the issue highlighted for these delays. On the other hand, a
study made by Prof G Raghuram of IIM Ahmadabad reasoned that there were other reasons for
these delays. These related more to haphazard movement of containers and various arbitrary
congestion charges on ships leading to diversion of ships and cargo. Long processing time required
for containers and trailers and for rail ICD due to low volume destinations and mixed rakes was also
a major reason. Further, study highlighted that there has been unregulated growth of container
yards and CFS like operations leading to unnecessary congestion and accidents. All of this has led
to a situation wherein, in spite of comparatively good road and rail connectivity, port continued to
suffer. Despite this, road and rail connectivity remain issues soon to gain gigantic proportion with the
rate of increase of traffic.

PROFILING TRANSPORTATION SCENARIO

4-101

TRANSFORM

Figure 4-128: JN Port Immediate Surrounding Transportation Network

Regional Road Connectivity

N H8

Virar
42
SH

H3
N

H
MS
Am ra road

Panvel

M
um

pre
Ex

SH )
ad (
er ro
and
od b
Gh

e
un
iP
ba

SH54

wa
ss
y
H4
N

SH 81

Th an e

N H17

EH

W EH

M umb ra

GAVAN

JNPT

CHIRLE

S H42

Kalamb oli
Ju nction
Am ra r oad

N H4

JASAI

KARAL

SH81

DIGHODE

JNPT

CHI RNER
Khopta Bridge

Figure 4-129: JN Port Surrounding Transportation

Network

42

SH

M
um

ba

iP
u

54

N H17

RANSAI

SH

4B
NH

Khopta Bridg e

xp

re

s
sw
a
y

NH4

4 2 0

12

16
Kilometers

Figure 4-130: JN Port Regional Connectivity

285. Forecast: Traffic forecast for a dynamic port

like JNPT is related not only to the growth of traffic but
also to what extent this port will be able garner/
maintain the share. As per forecasts made by Concor,
by the year 2021-22, total container traffic is expected
to touch about 22 million TEU ( Figure 4-131). West
coast ports, which include all the ports of Gujarat,
Kerala and Maharashtra are expected to handle a
lions share of about 15 million TEU. Share of JNPT Figure 4-131: Traffic resulting from Container
terminals out of this will not only depend on Traffic
Raghuram G,(Policy Issues in Port Development: Case
infrastructure growth in and around the terminals but (After
Study of Indias Premier Port JNPT, , IIM, Ahmedabad)
also the growth of other terminals in the region such
as Pipavav, Mundhra, Kandla and Rewas, Vallarpadam and many other smaller ports of Gujarat
4-102

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
such as Hazira and Dahej. Having said that, there are favourable conditions for JNPT and other port
in the vicinity i.e., Rewas. Development of dedicated freight corridor shall enable these ports to
maintain the share it has been enjoying since last 10 years, provided other internal and surrounding
facility keep pace.
286. By an estimate made by a study made by IIM, Ahmedabad, with the existing processes and
infrastructure of JNPT, 100 TEU traffic translates into traffic of 165 vehicle movements (about 500
PCUs). By this account, existing traffic of 2.6 million TEU generates about 36000 PCUs. Not all of
this traffic travels through length and breadth of MMR. But most of it moves in the surrounding road
network of JNPT. And about 15 to 20% of it (about 5000 to 7000 PCUs) comes in from out of MMR
or goes out of MMR (external traffic). If JNPT grows to 10 million TEU by 2031, and the pattern of
distribution remains the same, the traffic will be of the order of 100,000 PCUs out of which, at least
15 to 20,000 PCU will originate from or destined to locations outside MMR.
Rewas Port:
287. One of 48 Minor ports of Maharashtra, Rewas Port
exists near Karanja creek at mouth of the Patalganga river
about 10 Km southward of JNPT and 16 Km south-east of
Mumbai Port ( Figure 4-132). Administratively, it is controlled
by state government through Maharashtra Maritime Board
(MMB).
288. In year 2002, a 50 year concession agreement was
awarded to develop this port on Build, Operate, Own, Share
and Transfer (BOOST) basis for handling container traffic.
This concession was awarded to a Mumbai based private
firm known as Amma Lines which formed an SPV known as
Rewas Ports Ltd. With a starting investment of US$ 400
million and ultimate of about a billion US$ (Rs 4500 Crore), it
is ultimately planned to have 22 berths with a draft as deep
as 13 to 18 m
289. During 2007, constituent companies of Reliance
Group of Companies (Reliance Logistics Investments Co.
and Jai Corp.) bought a majority stake in the venture. Now,
being part of a larger setup, and because of expected
synergies with operations of SEZ to be developed by the
same group, the project has much higher level of interest and
Figure 4-132: Rewas Port Location
is awaiting environmental clearance from Central
19
(Source: WebPsite of M/s Amma Lines)
Government and financial closure negotiations from partners
before construction begins at year end. To start with, it will have a 13 m dredged draft, six berths
with a total quay length of 2000 m. It is also expected that port now will be multi cargo and not
limited to container traffic. Rewas port layout is presented in Figure 4-133.

19

URL: http://www.ammalines.com/rewas/regionalmap.html

PROFILING TRANSPORTATION SCENARIO

4-103

TRANSFORM
290. Traffic Forecast: As of now, no definite
forecast is available for this port. As the project is
closely linked to development of two SEZ in its vicinity,
much of the traffic growth depends on how fast these
SEZs grow in terms of their industrial activities.
Otherwise, this port will be competing for traffic from
the market which is common to other two ports of
Mumbai, Kandla, major private ports of Gujarat such
as Mundhra and Pipavav, Vallaradham in Kerala as
well as the container terminal of Mangalore. Even
non-major ports of Gujarat such as Dahej and Hazira
have plans to harness the same market.
Figure 4-133: Rewas Port Layout

291. Given this uncertainties, a scenario can be

built for Rewas in terms of comparison with JN Port. If, by year 2031, it grows to the existing level of
JNPT (and patter remains same), it will be generating traffic equivalent of 5000 to 7000 PCUs.
Operational statistics of Minor ports for the years 2005-06 and 2006-07 in the state is given in Table
4-67. The minor ports together handled 82.44 lakh tones cargo traffic and 95.36 lakh passenger
traffic during April to December, 2007, which was more by 2.11 per cent and less by 26.92 per cent
respectively than the corresponding period of the previous year.
Table 4-67: Operational Statistics of Minor Ports in Maharashtra State
Item
Cargo Traffic handled (Lakh tonnes)
(a) Import
(b) Export
(c ) Total
Passengers Traffic Handled (Lakh)
(a) By mechanised vessels
(b) By non-mechanised vessels
(c ) Total
Revenue collected (Lakh INR)
Total Expenditure (Lakh INR)
Profit/Loss (Lakh INR)

Ending March
2006

2007

94.4
17.4
111.8

104.2
11.4
115.6

124.5
18.8
143.3
3057
1868.1
1184.6

124.5
21.1
145.6
4689.5
1884.9
2804.6

Source: Economic Survey of Maharashtra, 2007-08

4.6.7. PASSENGER W ATER TRANSPORT

Introduction:
292. Reasonably quick, 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 fro 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, TMC, 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.
293. 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
4-104

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
transport, there are certain ground realities, which should be 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.
Existing Water Routes/ Services:
294. Mumbai,
earlier
known
as
Manchester of India,
is, now better known
as the financial capital
of India. Availability of
almost ideal conditions
for a harbour and
creation of the one at
an early stage in the
history might have
been the cause of
unparalleled
development of this
city in all directions
and dimensions. The
latest is in the vertical
direction due to nonavailability of space in
the
horizontal
direction. It might have
been only because of
the harbour that the
first Railway line was
started
from
the
Chhatrapati
Shivaji
Terminus (CST), the
erstwhile
Victoria
Terminus, because of
its close proximity to
the harbour. The city is
primarily consisting of
seven smaller islands
Figure 4-134: Important Creeks, Water bodies and Port Related Locations in MMR
made into one by
reclaiming the sea in between over a period of time. Unfortunately this exercise of reclamation is still
going on unabated though adversely affecting the overall life in the city. Consequently, the sea now
surrounds the city on three sides.
295.
The western corridor is exposed to the Arabian Sea, whereas the eastern corridor is
exposed to comparatively much sheltered waters formed into a bay. The eastern side is full of
shipping activities and, now accommodates two major ports of the country. These are the Mumbai
PROFILING TRANSPORTATION SCENARIO

4-105

TRANSFORM
Port Trust, Jawaharlal Nehru Post Trust and also the Indian Naval Dockyard. M/s Mazagoan
Dockyards Ltd. And above all this there is also one of the most congested harbours of the private
launch operators/ fishermen and a repair cum ship-breaking yard at Darukhana.
296. The mouth of Bay of Mumbai is formed by Colaba on the north side and Mandwa / Rewas on
the south side. The bay becomes narrow and gets divided further into two creeks namely Thane
creek and Panvel creek. The Thane creek still goes around the Island City and joins the Arabian Sea
via Ghodbunder/ Vasai creek. The other creek, namely the Panvel creek, goes eastwards from
Elephanta Island. These two creeks encompass the Navi Mumbai. On the southern end of the Bay
of Mumbai, is yet another creek known as Dharamtar creek. The area between these two creeks
accommodates the JNPT, Mora/ Uran and Karanja island. The area down south of Dharamtar creek
is Mandwa, Rewas and Alibag. The Dharamtar creek goes deep down close the well- known city of
Pen on Mumbai- Goa highway and is finally joined by Amba river. The major industrial stalwarts on
the banks of this creek are Nippon Denro and Vikram Ispat. Patalganga river also joins the
Dharamtar creek off Rewas. On the north side of Dharamtar creek there is yet another creek known
as Karanja creek. Figure 4-134 shows the important creeks, water bodies and port related
locations.
Minor Ports in MMR:
297. There are sixteen minor ports in the MMR. The passenger traffic by ferry launches handled at
the minor ports in the MMR during 1981-85 to 1996- 1997 is presented in Table 4-68. Manori and
Versova handled the maximum passengers by ferry launches (2004-05). No passenger ferry launch
traffic was handled at the minor ports of Arnala, Dantivare, Trombay, Elephanta, Vasai, Dharamtar
and Bandra.
298. The details of passenger traffic by sailing vessels handled at minor ports in MMR from 198185 to 2004-2005 is presented in Table 4-69. Vasai and Karnja and Arnala top the list. No passenger
sailing vessels was handled at minor ports of Dantivare, Bhiwandi, Thane, Bandra, Ulwa, Mora, Thal,
Rewas, Dharamtar, Manori, Versova and Mandwa. It is observed that, there is a decline in
passenger traffic over the years.
Table 4-68 : Passenger Traffic by Ferry Launches Handled at Minor Ports in MMR
Port
1970-71
1980-81
1981-82 1982-83 1983-84 1984-85 1985-86
Arnala
35,932
17,749
Dantivare
5,356
17,749
50,119 1,00,988 1,31,845 1,80,887 1,30,548
Manori
2,51,720 11,10,310
Versova
4,56,329
9,31,228
Trombay
Mora
5,50,264
6,44,696
4,932
4,609
3,467
4,259
6,943
Karanja
- 2,08,929 2,81,671 1,81,601 1,38,735
82,549
Mandwa
731
Rewas
5,12,362
4,09,944
91,815 1,13,187
85,024
75,266
82,549
Elephanta
Vasai
8,710
20,870
13,100
Ulwa
Dharamtar
47,593
87,410
72,800
54,355
50,340
34,945
Bandra
89,405
65,904
60,462
61,650
66,335
Total
18,59,556 31,32,407 8,33,371 8,63,928 7,17,153 6,02,737 6,46,618
Source: Chief Ports Officer, Maharashtra Maritime Board

1990-91
80,021
80,021
2,799,155
1,916,593
10,10,588
194
493,955
829
6,381,354

1995-96

1996-97

3,717,902
27,05,511
41,287
11,19,100
2,32,279
50,320
8,41,441
87,07,840

37,25,337
26,97,649
36,765
10,89,799
2,16,304
2,53,316
8,60,422
171
6,154
88,85,917

Table 4-68 : Passenger Traffic by Ferry Launches Handled at Minor Ports in MMR Contd..
Port
Arnala
Dantivare
Kalyan
Manori
Versova
Trombay
Mora
Karanja

4-106

1997-98

1998-99

34,83,335
30,82,105
42,495
10,30,530
2,12,845

35,57,607
28,91,260
23,275
10,30,188
1,99,506

1999-2000
39,56,348
30,02,790
2,117
10,76,885
2,41,911

2000-2001
39,78,373
27,22,950
12,824
10,22,220
2,64,960

2001-2002
42,09,198
28,33,850
8,52,346
2,52,073

2002-2003
35,25,868
30,27,650
7,84,610
2,71,903

2003-2004

26,031
38,66,489
30,13,700
7,70,980
2,90,348

2004-2005

10,800
39,10,130
33,81,350
6,84,559
3,09,241

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Port
1997-98
1998-99
1999-2000
Mandwa
3,03,461
3,45,659
4,04,411
Rewas
8,22,240
7,35,581
7,80,834
Elephanta
Vasai
Ulwa
Dharamtar
Bandra
11,288
5,520
Total
89,88,299
87,88,596
94,65,296
Source: Chief Ports Officer, Maharashtra Maritime Board

2000-2001
3,93,504
7,75,172
91,70,003

2001-2002
5,13,337
6,47,615
6,99,030
8,250
1,00,15,699

2002-2003
6,29,448
6,53,448
7,02,686
9,283
96,04,896

2003-2004
4,51,104
7,50,097
4,933
91,73,682

2004-2005
4,73,792
6,27,989
9,558
94,07,419

Table 4-69: Passenger Traffic by Sailing Vessels Handled at Minor Ports in MMR
Port
1970-71 1980-81 1981-82
1982-83
Arnala
5,046
17,339
61,735
Dantivare
47,535
17,339
61,710
Vasai
13,694
Kalyan
73,000
Bhiwandi
- 2,11,496
Thane
64,797
9,900
Bandra
88,015
Ulwa
98,273
1,210
Mora
7,650
53,026
5,72,134
Karanja
66,169 1,62,805
Thal
33,752
68,540
Revas
72,667
3,52,289
4,05,968
Alibag
148,023 1,28,687
Dharamtar
69,900
Manari
- 10,99,304 11,84,483
Versova
9,61,920
9,85,818
Mandwa
249
Total
424,708 946,451 29,78,646 32,71,848
Source: Chief Ports Officer, Maharashtra Maritime Board

1983-84
61,446
61,446

1984-85
72,556
72,556

1985-86
69,975
69,975

6,96,211

8,35,360

7,63,991

4,50,535

4,74,475

4,10,857

12,98,065
12,00,617
37,68,320

6,28,820
12,19,338
33,03,105

10,30,658
13,72,950
37,18,406

1990-91
31,703
71,220
1,46,707
14,703
11,130
9,60,164
30,618
3,12,547
1,21,896
33,440

1995-96
26,330
61,808
25,275
10
21,460
1,67,516
-31,729
2,656

1996-97
44,192
44,212
24,500
3,425
22,887
18,363
72,029
27,225
30,457
-

17,34,128

3,36,784

2,87,290

Table 4 69: Passenger Traffic by Sailing Vessels Handled at Minor Ports in MMR Contd
Port
Arnala
Dantivare
Vasai
Kalyan
Bhiwandi
Thane
Bandra
Ulwa
Mora
Karanja
Thal
Revas
Alibag
Dharamtar
Manari
Versova
Mandwa
Total

1997-98
1998-99
1999-2000
2000-2001
2001-2002
2002-2003
2003-2004
2004-2005
64,252
68,662
63,700
67,238
66,756
20,523
24,906
24,620
64,252
68,662
63,700
67,238
50,860
37,563
44,325
52,950
11,090
35,590
27,006
76,600
77,700
53,316
66,235
69,561
35,785
24,750
28,698
30,254
14,438
17,121
32,258
650
12,464
19,445
25,926
26,254
1,820
69,525
33,003
30,046
33,165
38,460
31,108
21,917
25,515
21,500
31,485
6,276
16,434
27,316
27,924
29,024
30,713
17,307
-

3,80,564

3,21,714

2,80,785

2,85,273

2,35,756

1,79,174

1,85,040

1,59,580

Summary on Passenger Water Transport System:

299. In addition to the above secondary data, detailed review of the earlier studies is being carried
out (Annexure 4-9). They 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
PROFILING TRANSPORTATION SCENARIO

4-107

TRANSFORM
option or 5,895 and 10,068 for hovercraft option.
300. 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)
(b)
(c)
(d)

Providing easy accessibility to the PWT terminals;

Uncertainty of schedules due to effect of weather condition, tides, currents, navigational conditions, etc.;
Reliable disaster management plans; and
Restricted period of operation during the day as well as over the year.

301. 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.
302. 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 Figure 4-135: PWT Routes and Terminals
are being let out for execution ( Figure 4-135). Although these projects may be considered as
committed and the tentative cost estimates have been included in the present study, it is
recommended that the feasibility studies should be revisited in the context of the land based
transport strategies recommended in this study.

4.7.

PRIVATE VEHICLE GROWTH TREND AND FORECAST

303. Daily travel by private vehicle modes, two wheelers and cars in the base year (2005) is about
1.05 million and 0.63 million respectively, which is 7.8% and 4.6% of total travel (without walk trips).
304. The total number of motorized vehicles that is, four wheelers, two wheelers, trucks and
tractor trailers in each sub region, on road as on March 31, 1996 to 2005 is presented in Table 4-70.
The growth pattern of all Motor vehicles in MMR (MCGM, Rest of MMR and MMR) and MCGM
(Island City, Western Suburbs, Eastern Suburbs of Greater Mumbai) is presented in Figure 4-136.

4-108

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Table 4-70: Growth of motor vehicles in MMR
(On road as on 31st March, 1996 to 2005)

2,000,000
1,500,000
1,000,000
500,000

2005

2004

0
2003

1.14
1.29
1.43
1.55
1.69
1.84
1.98
2.14
2.37
2.60

2002

0.08
0.09
0.11
0.12
0.14
0.16
0.17
0.19
0.21
0.23

2001

0.26
0.31
0.36
0.40
0.45
0.51
0.58
0.65
0.76
0.85

2,500,000

2000

0.73
0.81
0.86
0.92
0.97
1.03
1.07
1.12
1.20
1.29

MMR

1999

1996
1997
1998
1999
2000
2001
2002
2003
2004
2005

PenRaighad
0.06
0.08
0.10
0.11
0.12
0.14
0.16
0.18
0.20
0.23

1998

Kalyan

1997

Thane

1996

GM

Veh. Population

Year

3,000,000

Year
Greater Mumbai

Rest of the Region

MMR

Figure 4-136: Growth of Total Motor Vehicles in MMR

Source: Transport Commissioner's Office, Government of Maharashtra

305. The number of registered two wheelers, cars and their total (private vehicles) as on March
31, 1996 up to the year 2005 is presented in Table 4-71, Table 4-72 and Table 4-73 respectively.
Table 4-71: Growth of two wheelers in MMR
Year
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005

Greater
Mumbai
0.30
0.33
0.35
0.38
0.41
0.44
0.48
0.53
0.58
0.65

Thane

Kalyan

0.13
0.15
0.17
0.19
0.21
0.24
0.27
0.31
0.36
0.40

0.05
0.06
0.07
0.08
0.09
0.10
0.11
0.13
0.14
0.16

PenRaighad
0.04
0.04
0.05
0.06
0.07
0.08
0.09
0.10
0.11
0.13

Table 4-72: Growth of Cars in MMR

MMR

Year

0.52
0.58
0.65
0.71
0.78
0.87
0.95
1.07
1.20
1.34

1996
1997
1998
1999
2000
2001
2002
2003
2004
2005

Source: Transport Commissioner's Office, Government of

Maharashtra

Greater
Mumbai
0.26
0.29
0.31
0.32
0.33
0.34
0.35
0.37
0.38
0.41

Thane

Kalyan

0.04
0.06
0.07
0.08
0.10
0.12
0.14
0.16
0.20
0.22

0.00
0.01
0.01
0.01
0.01
0.01
0.02
0.02
0.02
0.02

PenRaighad
0.01
0.02
0.02
0.02
0.02
0.03
0.03
0.03
0.04
0.04

MMR
0.32
0.37
0.41
0.43
0.46
0.51
0.54
0.58
0.64
0.69

Source: Transport Commissioner's Office, Government of

Maharashtra

306. The growth trend of private vehicles in MMR (MCGM, Rest of MMR and MMR) is presented
in Table 4-74 and Figure 4-137. CAGR calculated for the period 1996-2005 details are presented in
Table 4-74.

PROFILING TRANSPORTATION SCENARIO

4-109

TRANSFORM
Table 4-73: Growth of Private Vehicles (Cars & Two
wheelers) in MMR (in Millions)
MMR
0.84
0.95
1.06
1.14
1.25
1.37
1.49
1.65
1.84
2.03

Source: Transport Commissioner's Office, Government of

Maharashtra

2,000,000
1,500,000
1,000,000
500,000

2005

2004

2003

2002

2001

2000

1999

1998

0
1997

PenRaighad
0.05
0.06
0.07
0.08
0.09
0.11
0.12
0.13
0.15
0.17

1996

1996
1997
1998
1999
2000
2001
2002
2003
2004
2005

Greater Thane Kalyan

Mumbai
0.56
0.17
0.06
0.62
0.20
0.07
0.66
0.24
0.08
0.70
0.27
0.09
0.74
0.31
0.11
0.79
0.37
0.12
0.83
0.42
0.13
0.89
0.48
0.14
0.97
0.55
0.16
1.06
0.62
0.18

Veh. P opul ation

Year

2,500,000

Ye ar
Greater Mumbai

Rest of the Region

MMR

Figure 4-137: Growth of Private Vehicles in MMR

Table 4-74: CAGR of Total Vehicles and Private Vehicles (Cars & Two wheelers) in MMR (1996-2005)
Mode
Total Motor Vehicles
Two Wheelers
Cars
Private Vehicles

307.

Greater Mumbai
6.5
8.8
5.1
7.2

Thane
14.1
13.7
20.0
15.6

Kalyan
12.5
13.3
17.9
13.7

Pen-Raighad
15.2
14.8
16.4
15.2

MMR
9.7
11.1
9.0
10.3

The following inferences are made based on analysis of the above data:

During last 10 years period i.e. 1996-2005, total motor vehicles in MMR are increasing at 9.7% (CAGR);
CAGR of two wheelers and cars is 11.1% and 8.97% respectively. Combined CAGR of two wheelers & cars is
10.3%. High growth of private vehicles in MMR is mainly due to highly intolerable crowding levels in sub-urban
trains, increasing income levels and easy availability of loans; and
(c) Growth of vehicles in Thane, Kalyan and Pen-Raighad is very high compared to Greater Mumbai. The major
reasons for this could be poor accessibility to public transport modes, less traffic congestion, etc. in Thane,
Kalyan and Pen-Raighad compared to Greater Mumbai.
(a)
(b)

308. The proportion of cars in various regions is presented in Table 4-75 and in Figure 4-138. The
proportion of cars is observed to be higher in Greater Mumbai compared to rest of the region of MMR
(Thane, Kalyan and Pen-Raigad).
Table 4-75: Proportion of Cars in Private vehicles (%)
Year
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
Average
Source: Compiled.

Greater
Mumbai
46
47
47
46
45
44
43
41
40
39
44

Thane

Kalyan

Pen-Raigad

MMR

25
28
29
30
31
33
34
34
35
35
32

8
9
10
10
12
12
12
11
11
11
11

23
26
27
27
26
27
26
26
25
25
26

38
39
39
38
37
37
36
35
35
34
37

309. Proportion of cars in private vehicles in

different regions of MMR is presented in Figure
4-138. Within Greater Mumbai, the proportion of
car is highest in Island city and lowest in Eastern
suburbs. Over a period of time i.e. during 19962005, the proportion of cars in different regions of
Greater Mumbai is decreasing whereas in rest of
the region, the proportion of cars is increasing.
This trend is likely to continue further. On an
average, the proportion of cars in Greater Mumbai
4-110

Figure 4-138: Proportion of Cars in Private Vehicles

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
and MMR is 44% and 37% respectively. The trends indicate that proportion of cars in Greater
Mumbai as well as in MMR may reach equilibrium over a period of time. Vehicle ownership is
generally expressed as number of vehicles/1000 population. Private vehicles/ 1000 persons in
different sub-regions of MMR are presented in Table 4-76.
Table 4-76: Private Vehicle Population of MMR, Veh./1000 persons
Year

Island
Western Suburb Eastern Suburb
Greater Mumbai
Rest of MMR
MMR
Car Total TW Car Total TW Car Total TW
Car Total TW Car Total TW Car Total
34 46 80 28 17 45 20 11 31
28 24 52 37 7 47 31 19 50

TW
1996

37
39
41
43
46
49
53
57
62

1997
1998
1999
2000
2001
2002
2003
2004
2005

51
52
51
52
54
54
55
56
59

88
91
92
95
100
103
108
113
121

30
32
34
36
38
40
44
48
53

19
21
22
22
23
23
24
25
27

49
53
55
58
60
63
68
73
80

21
23
24
25
27
29
31
34
36

12
12
13
13
14
14
15
15
15

33
35
37
38
41
43
46
48
51

30
31
33
35
37
39
43
46
50

26
27
28
28
29
29
30
30
32

56
59
60
63
66
68
72
77
82

42
47
51
55
61
66
72
80
87

9
11
13
14
17
19
22
25
27

55
63
68
75
84
92
101
113
122

34
37
39
42
46
49
54
59
64

22
23
24
25
27
28
29
31
33

56
60
63
67
73
77
83
90
97

Source: Compiled.

310. The increase in private vehicles ownership during the period 1996 to 2005 in Greater
Mumbai is from 52 to 82 while in MMR increase from 50 to 97 respectively. The private vehicle (cars
and two wheelers put together) ownership in rest of the region is high compared to Greater Mumbai.
This phenomenon is may be due to high accessibility of public transport and IPT modes in case of
Greater Mumbai and less in case of rest of region, although proportion of cars is high in Greater
Mumbai. Whereas, RoR is dominated by two wheelers.
311. Private vehicle growth for the horizon period is being estimated using the Vehicle Availability
Models. Forecasted growth of private vehicle in the study area is presented in Table 4-77. It is
revealed that, high growth of private vehicle is expected from rest of MMR i.e. in Thane, Kalyan and
Pen-Raighad areas compared to Greater Mumbai. In absolute terms, the private vehicle population
of 2 million vehicles in the year 2005 is estimated to grow by 9 million by the year 2031 an estimated
increase of approximately 4.5 times.
Table 4-77: Forecasted Growth of Private Vehicle
Population of MMR, Veh./1000 persons
Year

Greater Mumbai

2006
2011
2016
2021
2026
2031

95
112
132
153
175
197

Rest of
MMR
134
180
228
270
304
329

Source: Compiled.

MMR
110
139
171
204
236
266

Figure 4-139: Estimated Growth of Cars & Two

Wheelers

312. The high growth of private vehicle ownership may not directly indicate the use of the private
vehicles for trip making. People generally use private vehicles as access/ egress mode to the main
mode (like sub-urban station) and use for weekend trips (social purpose) than for regular use.
However, the proposed road transport network for the horizon year has been tested for the
forecasted growth of private vehicles by incorporating the growth in vehicle availability model used in
mode-choice modeling.

PROFILING TRANSPORTATION SCENARIO

4-111

TRANSFORM
4.8.

SPEED AND DELAY FUNCTIONS

4.8.1. VOLUME D ELAY FUNCTIONS AND C APACITY STUDIES

313. The speed flow relationships or link volume travel time functions, or volume delay functions,
play an important role at the traffic assignment stage in the travel demand modelling. The volume
travel time functions are entered as attributes of links, which in turn represent road sections. The
purpose of these volume travel time functions is to determine the travel time according to the volume
on each network link. To allocate trips to the network, the user equilibrium assignment technique is
used. The behavioral assumption of the equilibrium assignment problem is that each user chooses
the route that he perceives to be the best (shortest travel time/ cost/convenience). The resulting
flows on every link should satisfy Wardrops (1952) user optimal principle, that no user can improve
his travel time by changing routes. The consequence is that the equilibrium traffic assignment
corresponds to a set of flows such that all paths used between an origin-destination pair are of equal
time. It can be observed that the assignment process depends on the travel time for the user on
specific paths. This travel time is given by the volume travel time functions and, therefore, the
accuracy of the volume travel time functions is critical to the results of the model.
314. Total travel time on road link constitute running time and delay at intersections. In the
literature, several models/ functional forms are available for estimating the running time and delay
separately or combined together. The running time models (volume-delay functions) provide an
estimate of the travel time for fully uninterrupted flow facilities like regional freeways, expressways,
multi-lane highways, suburban corridors (where the spacing of intersections is very high) or running
time only in case of interrupted flow facilities like urban roads. The delay models (turn penalty
functions) provide an estimate of the controlled delay at signalized or priority controlled intersections.
Total travel time models provide an estimate of total travel time which includes running time and
controlled delays.
315. Generally, the cruise time (running time) component of total travel time is flow dependent or
precisely density dependent, especially for the traffic characterizes and road network conditions in
developing countries. Inclusion of flow dependent running time in link cost functions used for
transportation planning models would increase the accuracy of the link travel times. Extensive field
studies were carried out for developing the volume-delay functions and turn-penalty functions in the
present study.
316. As part of
a set of functions that relate travel time to volume and also to
additional time required at turns are developed for MMR (Volume Delay Functions and Turn Penalty
Functions). The functions provide an accurate representation of empirical travel times under specific
road conditions and could improve the accuracy of the traffic assignment process. It is anticipated
that the properties of the function will produce a reasonable convergence in the user equilibrium
assignment process. These functions are developed with information collected as a part of the study
on chosen categories of roads stretches.
317. Based on the previous experiences, and considering the fact that, the requirements of the
MMR, speed flow studies are carried out on 16 road categories and the details are presented in
Table 4-78 and Table 4-79.
Table 4-78: Categories of Roads in Greater Mumbai
Sl No
1
2
3
4
5

4-112

Road Category
2/3 Lanes
2/3 Lanes
4/5 Lanes
4 Lanes
(Effective 2 lanes)
4 Lanes

Divider

Direction

Undivided
Undivided
Undivided

One way
Two way
One way

Divided

Two way

Divided

Two way

Composition
Mixed
Mixed
Mixed
Mixed
(Railway Station Roads)
Mixed

Interruptions
HI=High LI=Low
MI=Medium
HI
HI
HI
HI
HI

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Sl No
6
7
8
9
10
11

Road Category
6 Lanes
6 Lanes
8 Lanes
10 Lanes
10 Lanes
2/3 Lanes

Divider
Divided
Divided
Divided
Divided
Divided
Undivided

Direction
Two
Two
Two
Two
Two
One

way
way
way
way
way
way

Composition
Mixed (No Service Road)
Homogeneous (Flyover)
Mixed
Mixed
Mixed (Service Road)
Homogeneous (Flyover)

Interruptions
HI=High LI=Low
MI=Medium
HI
LI
HI
HI
MI
NI

Table 4-79: Categories of Roads in Rest of the Region

Sl No

Road Category

Divider

12
13
14
15
16

6 Lanes
4/6 Lanes
Expressway
Long Bridge
State Highway

Divided
Divided
Divided
Divided
Undivided

Direction
Two
Two
Two
Two
Two

way
way
way
way
way

Composition
Mixed(NH)
Mixed (BYPASS)
Homogeneous
Mixed
Mixed

Interruptions
HI=High LI=Low
MI=Medium
HI
MI
UI
LI
MI

318. Survey Methodology: The main thrust of the survey is to measure the speed and flow.
Speed measurement is done by Registration Plate Method using recording devices, to note the
registration number and time at entry/exit and spot speed by using Radar Speedometer. Vehicular
Flow count is done manually at a small time interval of 2-minute periods. The survey procedure is
briefly presented as follows:
(a)
(b)

(c)
(d)

(e)
(f)
(g)

Sample of Cars (Red+Green+Black), are surveyed by registration plate method

using recording devices;
The recording Device is a custom-built Micro-controller based 16-bit data recorder
(Data logger), which facilitated recording of registration numbers with a time and
date stamp preset. A picture of the data logger is shown below;
Sample buses are also surveyed by registration plate method using same recording
devices;
Spot speed on sample basis of all the modes of vehicle is measured with the help of
radar speedometer. These results were extremely helpful in cross-checking the
vehicle speeds which are done by registration plate method;
Classified traffic volume count is done simultaneously while speed measurement.
A correlation between Car space-mean-speeds and spot-speeds of other mode of
vehicle is developed; and
This survey is carried out for total of 8 hours and is split into four categories viz.,
early morning off-peak, morning peak, afternoon off-peak and start of evening peak.
Duration is 7:00 AM to 11:00 AM to cover early morning off peak and morning peak and 2:00 PM to 6:00 PM to
cover afternoon off-peak and start of evening peak. The above survey time is adopted to capture the variation in
flow, speed, hard friction and soft friction along the stretch of the road over a survey period. This survey is carried
out on the selected categories of stretches.

319. Selection of Road Stretches: As described earlier, 16 categories of roads are identified for
the purpose conducting surveys through road inventory survey records and field visits made to locate
suitable survey sites.
Table 4-80: Distribution or Road Types in Greater Mumbai and Rest of the Region
Region/ Area

Greater Mumbai

Rest of MMR (%)

1.66

24.19

Two lane Undivided

26.72

42.34

Three Lanes and Above Undivided

21.78

7.25

Two lane Divided

7.87

0.83

Four Lane Divided

12.21

5.98

Six Lane Divided

19.08

12.91

Eight Lanes and Above Divided

10.69

6.48

Total

100.00

100.00

Single and Intermediate lane

PROFILING TRANSPORTATION SCENARIO

4-113

TRANSFORM
Table 4-81: Categories of Roads Selected for Survey
Category
1
2
3
4
5
6
7
8
9
10
Region
12
13
14
15
16

Description

Site 1

2/3 lane divided

Site 2

Walkeshwar road
Hajarimal Somani road

2/3 lane divided one way

2 Lane undivided one way (flyover)

Worli Tidal flyover

4 Lane Divided Two way

Maharishi Karve Marg

Linking road

4 Lane Undivided One way

6 Lane divided two way
6 Lane divided two way flyover
8 lane divided two way
10 lane divided two way
10 lane divided two way With service road

Veer Savarkar Marg

Marine drive
Santa Cruz flyover
Bandra Sion link road
WEH near centaur hotel
WEH Aliyavar jung Marg

4 Lane divided Two way

4 Lane divided Two way
6 Lane divided Two way
2 lane undivided two way
6 lane divided two way Long bridge

NH-4
Bypass
Express way
SH 35
Vashi Creek bridge

Haji ali
Priya dharshani flyover near Kurla

320. Analysis: The Speed flow data is systematically analyzed and used as an input to trip
assignment model in one of the following forms.
(a)
(b)
(c)
(d)

BPR Volume-Delay function;

Modified BPR Volume-Delay function;
Conical Volume-Delay function; and
Empirical function.

321.

Brief details of the above functions are described as follows.

322. BPR Volume-Delay function: BPR volume delay function first developed in 1964 is
extensively used in transportation planning studies and trip assignment algorithms. The equation
used along with the terms used is shown below.

V
T = T f 1 +
C

Where, T = travel time at flow level V

Tf = travel time at free flow level
Tc = travel time at capacity level
= coefficient often set as 0.15
= the exponent, often set as 4.0
V/C = the volume to practical capacity
323. The equation assumes that the parameter is ratio of travel time per unit distance at
practical capacity to that at free flow , and that parameter determines how fast the curve increases
with the free flow travel time. Un congested travel time increases by times (v/c) and this value
grows slowly for v/c values less than 1.0, and then rapidly for values greater than 1.0. With higher
values of the onset of congestion becomes stronger.
324. The BPR function has wide spread use because of its simplicity and minimum data inputs.
However the following draw backs are found to be associated with this function.
The high values of b reduce the rate of convergence by giving undue penalties to overloaded links during the
first few iterations of an equilibrium assignment and can cause overflow conditions in computations.
(b) For links with volumes far below capacity, the BPR function with higher values of b always yields free flow times
that do not match with those of actual traffic volumes.
(a)

325.
4-114

To overcome the above disadvantages Spiess (1990) proposed conical volume delay
PROFILING TRANSPORTATION SCENARIO

TRANSFORM
functions as described below.
326. Modified BPR Volume-Delay function: The equation used along with the terms used is
shown below.

Ln V
V = V f 1 e C

Tn =

Tf

Ln V
1 e C

Where, V = speed at flow level V

Vf = free flow speed
= coefficient
= the exponent
V/C = the volume to practical capacity
Tn = travel time at flow level V
Tf = travel time at free flow level
Conical Volume-Delay function: The function form of conical volume-delay function is as follows:

T = T f 2 +

2 V 2

1 + 2 1 V
C

Where, Tf = travel time at free flow level

T = travel time at flow level V
Tc = travel time at capacity level
, = coefficients

2 1
2 2 , >1

V/C = the volume to practical capacity

327. Literature review indicates that, dramatic improvement in the convergence of equilibrium
assignment was observed when this function is used in place of BPR function.
328.

Emperical function: The shifted Power function equation is shown below.

V
T = T f + a
C

Where, T = travel time at flow level V

Tf = travel time at free flow level
Tc = travel time at capacity level
a = coefficient
b = the exponent
V/C = the volume to practical capacity
329.

The detailes on calibration of the above functions are presented in Annexure 4-10.

PROFILING TRANSPORTATION SCENARIO

4-115

TRANSFORM
Table 4-82: Calibration Parameters - BPR Function
Lane
Divided/ Undivided
Configuration
1
2/3 Lane
Undivided
2
2/3 Lane
Undivided
3
2 Lane Flyover
Undivided
4
4 Lane (Effective 2 lane )
Divided
5
4 Lane
Undivided
6
4 Lane
Divided
7
6 Lane
Divided
8
6 Lane (Flyover)
Divided
9
8 Lane
Divided
10
10 Lane
Divided
11
10 Lane (Ser Road)
Divided
Regional
12
2/3 Lane
Undivided
13
4 Lane NH
Divided
14
4/6 Lane (Bypass)
Divided
15
Expressway
Divided
16
Long Bridge
Divided
*Tf is the free flow travel Time in Sec/Km
* Tc is the Travel Time at Capacity in Sec/Km
VDF

Traffic Management

Capacity

Tf

Tc

One Way
Two way
One way
Two way
One Way
Two way
Two way
Two way
Two way
Two way
Two way

1800
1300
1750
1000
1200
1800
1700
2000
1750
2000
2000

0.55
0.67
0.72
3.03
0.66
0.46
1.42
0.63
0.36
0.74
0.62

1.05
2.44
1.37
1.82
2.38
1.31
1.46
1.18
1.52
1.54
1.36

120
80
60
120
77
90
56
50
65
72
60

186
134
104
456
132
131
124
82
88
125
97

Two
Two
Two
Two
Two

1000
1600
1800
1600
2000

0.82
0.80
0.16
1.55
0.41

0.24
1.72
0.44
1.02
1.23

55
60
41
40
60

218
216
139
306
169

way
way
way
way
way

Table 4-83: Calibration Parameters Modified BPR Function

VDF

Lane configuration

Divided/
Undivided
Undivided
Undivided
Undivided
Divided
Undivided
Divided
Divided
Divided
Divided
Divided
Divided

1
2/3 Lane
2
2/3 Lane
3
2 Lane Flyover
4
4 Lane (Effective 2 lane )
5
4 Lane
6
4 Lane
7
6 Lane
8
6 Lane (Flyover)
9
8 Lane
10
10 Lane
11
10 Lane (Ser Road)
Regional
12
2/3 Lane
Undivided
13
4 Lane NH
Divided
14
4/6 Lane (Bypass)
Divided
15
Expressway
Divided
16
Long Bridge
Divided
*Tf is the free flow travel Time in Sec/Km
* Tc is the Travel Time at Capacity in Sec/Km

Traffic
Management
One Way
Two way
One way
Two way
One Way
Two way
Two way
Two way
Two way
Two way
Two way
Two
Two
Two
Two
Two

Capacity

Tf

Tc

1500
1250
1750
950
1150
1500
1500
2000
1750
2000
2000

0.36
0.38
0.44
0.76
0.71
0.31
0.67
0.40
0.31
0.35
0.39

0.82
193
1.08
1.44
0.93
0.97
0.85
1.11
1.13
1.69
1.11

103
80
65
144
67
90
62
51
60
65
60

151
116
106
600
444
130
188
86
87
100
98

1100
1600
1600
1600
2000

0.78
0.43
0.13
0.95
0.39

0.78
0.97
0.40
0.83
0.96

55
60
42
40
60

264
128
76
83
86

way
way
way
way
way

Table 4-84: Calibration Parameters Conical Volume Delay Functions

VDF

Lane configuration

1
2/3 Lane
2
2/3 Lane
3
2 Lane Flyover
4
4 Lane (Effective 2 lane )
5
4 Lane
6
4 Lane
7
6 Lane
8
6 Lane (Flyover)
9
8 Lane
10
10 Lane
11
10 Lane (Ser Road)
Regional
12
2/3 Lane
13
4 Lane NH
14
4/6 Lane (Bypass)
15
Expressway
16
Long Bridge

4-116

Divided/
Undivided

Traffic
Management

Capacity

Tf

Tc

Undivided
Undivided
Undivided
Divided
Undivided
Divided
Divided
Divided
Divided
Divided
Divided

One Way
Two way
One way
Two way
One Way
Two way
Two way
Two way
Two way
Two way
Two way

1500
1250
1750
950
1150
1500
1500
2000
1750
2000
2000

3.240
2.000
2.280
2.500
2.500
2.000
2.000
3.000
2.000
2.070
2.000

1.223
1.500
1.391
1.333
1.333
1.500
1.500
1.250
1.500
1.467
1.500

102
70
60
110
75
76
61
53
51
72
59

204
140
120
220
150
152
122
106
102
144
118

Undivided
Divided
Divided
Divided
Divided

Two
Two
Two
Two
Two

1100
1600
1600
1600
2000

2.575
2.380
2.500
4.000
5.000

1.317
1.362
1.333
1.167
1.125

56
60
50
36
58

111
120
99
72
116

way
way
way
way
way

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
Table 4-85: Calibration Parameters Power Function
VDF

Lane configuration

1
2/3 Lane
2
2/3 Lane
3
2 Lane Flyover
4
4 Lane (Effective 2 lane )
5
4 Lane
6
4 Lane
7
6 Lane
8
6 Lane (Flyover)
9
8 Lane
10
10 Lane
11
10 Lane (Ser Road)
Regional
12
2/3 Lane
13
4 Lane NH
14
4/6 Lane (Bypass)
15
Expressway
16
Long Bridge

Divided/
Undivided
Undivided
Undivided
Undivided
Divided
Undivided
Divided
Divided
Divided
Divided
Divided
Divided

Traffic
Management
One Way
Two way
One way
Two way
One Way
Two way
Two way
Two way
Two way
Two way
Two way

Undivided
Divided
Divided
Divided
Divided

Two
Two
Two
Two
Two

way
way
way
way
way

Capacity

Tf

1500
1250
1750
950
1150
1500
1500
2000
1750
2000
2000

111.27
73.91
66.01
155.88
82.37
95.13
71.29
51.77
59.77
80.23
60.14

41.80
54.64
39.17
357.26
539.79
34.29
161.44
29.50
27.53
43.75
38.56

1.49
2.14
1.67
3.30
4.11
1.59
4.53
1.33
1.41
1.97
1.52

1100
1600
1600
1600
2000

55.36
59.67
42.20
36.22
56.94

30.07
42.99
20.80
171.37
25.85

1.24
1.36
1.16
1.64
1.57

330. Comparison with Previous Studies: A comparison is made between the capacities derived
from the linear models and the conical models and recommended capacities are finalized for the
study. Table 4-86 presents summary of capacities and the free flow speeds. It is observed that the
free flow speeds and lane capacities are marginally higher than those reported in the previous
studies as the free flow speeds also increased. This increase could be due to improved pavement
riding quality, intersection improvements, installation of traffic signals, and at some stretches due to
widening.
Table 4-86: Capacity Comparison - Previous Studies and
VDF

Lane configuration

1
2/3 Lane
2
2/3 Lane
3
2 Lane Flyover
4
4 Lane (Effective 2 lane )
5
4 Lane
6
4 Lane
7
6 Lane
8
6 Lane (Flyover)
9
8 Lane
10
10 Lane
11
10 Lane (Ser Road)
Regional
12
2/3 Lane
13
4 Lane NH
14
4/6 Lane (Bypass)
15
Expressway
16
Long Bridge

Divided/
Undivided

Traffic
Management

Undivided
Undivided
Undivided
Divided
Undivided
Divided
Divided
Divided
Divided
Divided
Divided

One Way
Two way
One way
Two way
One Way
Two way
Two way
Two way
Two way
Two way
Two way

Undivided
Divided
Divided
Divided
Divided

Two
Two
Two
Two
Two

way
way
way
way
way

IIT study

Ws Atkins
CTS

1500
1250
1750
950
1150
1500
1500
2000
1750
2000
2000

1500
1100
1325
1500
1267
1550
-

1100
1600
1300
1500
-

1100
1600
1600
1600
2000

Table 4-87: Free Flow Speeds - Previous Studies and

VDF

Lane configuration

Divided/
Undivided

Traffic
Management

Free Flow Speeds

(
)

Free Flow Speeds

IIT study

1
2
3
4
5
6
7
8
9
10
11

2/3 Lane
2/3 Lane
2 Lane Flyover
4 Lane (Effective 2 lane )
4 Lane
4 Lane
6 Lane
6 Lane (Flyover)
8 Lane
10 Lane
10 Lane (Ser Road)

Undivided
Undivided
Undivided
Divided
Undivided
Divided
Divided
Divided
Divided
Divided
Divided

One Way
Two way
One way
Two way
One Way
Two way
Two way
Two way
Two way
Two way
Two way

35
45
58
30
62
40
64
60
70
61
65

35
35

PROFILING TRANSPORTATION SCENARIO

50
50
50
55

4-117

TRANSFORM
VDF

Lane configuration

Regional
12
13
14
15
16

2/3 Lane
4 Lane NH
4/6 Lane (Bypass)
Expressway
Long Bridge

Divided/
Undivided

Traffic
Management

Undivided
Divided
Divided
Divided
Divided

Two
Two
Two
Two
Two

Free Flow Speeds

(
)

way
way
way
way
way

Free Flow Speeds

IIT study

65
62
88
90
66

Developing Turn Penalty Functions:

331. Purpose: Intersection delay surveys are carried out for developing turn penalty functions i.e.
functions for estimating the travel time to negotiate an intersection.
332. The main purpose of the survey is to measure the flow or degree of saturation and the
corresponding delay. Travel time measurement has been carried out by Registration Plate Method
(similar to speed flow survey) using recording devices as discussed earlier, to note the Registration
number and time at entry/exit and a classified vehicular flow count is being done manually at a very
low interval of 2 minute period. It is assumed that delay on the link is a function of the volume on that
link only. The methodology adopted for carrying out the intersection delay studies is as follows.
Sample of Cars (Red + Green + Black), are being surveyed by registration plate method using recording devices;
The recording device is a custom built Microcontroller based 16 bit data recorder or (Data logger) which is
facilitated to record the registration numbers with a time and date stamp preset as discussed earlier in the speed
flow survey methodology;
(c) Sample buses are surveyed by registration plate method using recording devices;
(d) Classified traffic volume count was being done simultaneously;
(e) Survey is carried out for total of 8 hours and is split into four categories viz., early morning off-peak, morning
peak, afternoon off-peak and start of evening peak. The duration was 7:00 AM to 11:00 AM to cover early
morning off peak and morning peak and 2:00 PM to 6:00 PM to cover afternoon off-peak and start of evening
peak; and
(f) Separate Flow or (Degree of saturation) and delay graphs were developed for all the approaches and all the
directions in an approach.
(a)
(b)

333. Locations: The locations were selected keeping in view the locations of speed flow and all
the 16 categories of roads discussed earlier are covered. Both four arms and three arm intersections
were considered with signalized and unsignalized facilities. The details of selected locations are
presented in Table 4-88.
Table 4-88: Locations for Intersection Delay Survey
Sl.No
1
2
3
4
5
6
7

Road Name
NSR x Veer Nariman rd.
VG Tapse Chowk
GMLR x PLL Marg (Lotus Ch.)
Kherwadi Jn.
Jn. Of LBS Marg x Kopat Rd.
Tambe Chowk
Ambedkar Rd. x RPD Rd. No. 6

Signalised (S)/
Unsignalised (U)
Signalised
Signalised
Signalised
Signalised
Signalised
Signalised
Unsignalised

No. of Approaches
(3,4,5,6)
3
4
4
4
4
3
3

334. The power functional form is adopted for developing turn-penalty/ intersection delay functions
and the details are as follows:

V
Delay = a + b
C

Where, V: traffic volume in PCUs./Hr/lane (for a particular turn)

C: capacity in PCUs./Hr/lane (for a particular turn) calculated based on traffic signal settings
and saturation flows
a, b and c: calibration parameters.
335.
4-118

Turn Penalty Functions developed for the study area are presented in Figure 4-140 , Figure
PROFILING TRANSPORTATION SCENARIO

TRANSFORM
4-140 and summarized in Table 4-89.

Figure 4-140: Turn Penalty Functions for 4 and 6 Lane Carriageways (Delay in Seconds)

Figure 4-141: Turn Penalty Functions for 8 and 10 Lane Carriageways (Delay in seconds)
Table 4-89: Summary of Turn Penalty Function coefficients
Lane Configuration
2 LUD Left Turn
4 LD Left Tum
6 LD Left Tum
8 LD Left Tum
10 LD Left Tum
2 LUD Through
4 LD Through
6 LD Through
8 LD Through
l0 LD Through
2 LUD Right Turn
4 LD Right Turn
6 LD Right Tum
8 LD Right Turn
l0 LD Right Turn
LUD: Lane Un Divided, LD: Lane Divided
PROFILING TRANSPORTATION SCENARIO

a
8.16
10.19
10.14
9.16
13.14
10.87
10.56
9.12
10.12
9.65
14.23
12.16
12.16
13.14
11.05

b
52.15
48.13
40.32
40.14
40.39
98.23
80.14
95.73
98.89
92.14
110.32
115.32
120.61
121.49
120.12

c
1.69
1.54
1.51
1.45
1.51
1.94
1.98
2.01
1.98
1.91
2.53
2.14
2.21
2.17
2.14

Capacity (PCUs/Hr/Lane)
600
650
800
900
900
600
650
800
900
900
600
650
800
900
900

4-119

TRANSFORM
336. Summary: The volume delay functions are needed for the purpose of traffic assignment for
the travel demand estimation procedure. For this purpose all the roads in Mumbai region are
categorized in to 16 types based on number of effective lanes, direction of flow, access conditions
from the surrounding land uses.
337. Surveys were conducted to measure speed and travel time for a selected length which is not
influenced by the adjoining intersections. Speed vs flow relationships were plotted from which free
flow speed and capacities were determined. Taken these values as initial starting points BPR
function, modified BPR function and an empirical function are fitted to derive the volume delay
functions. Conical functions were calibrated assuming the free flow travel time and capacity from the
linear, models. Adopting iterative procedures Capacities were arrived. A summary of these findings is
furnished in Table 4-90 and Table 4-91.
Table 4-90: Recommended Volume Delay functions along with Capacity Values
Lane configuration
2/3 Lane
2/3 Lane
2 Lane Flyover
4 Lane (Effective 2
lane )
4 Lane
4 Lane
6 Lane
6 Lane (Flyover)
8 Lane
10 Lane
10 Lane (Ser Road)
2/3 Lane
4 Lane NH
4/6 Lane (Bypass)
Expressway
Long Bridge

Divided/
Undivided

Traffic
Mgmt.

Undivided
Undivided
Undivided

One Way
Two way
One way

Divided

Two way

Undivided
Divided
Divided
Divided
Divided
Divided
Divided
Undivided
Divided
Divided
Divided
Divided

One
Two
Two
Two
Two
Two
Two
Two
Two
Two
Two
Two

Way
way
way
way
way
way
way
way
way
way
way
way

BPR

0.55
0.67
0.72
3.03

1.05
2.44
1.37
1.82

0.66
0.46
1.42
0.63
0.36
0.74
0.62
0.82
0.80
0.16
1.55
0.41

2.38
1.31
1.46
1.18
1.52
1.54
1.36
0.24
1.72
0.44
1.02
1.23

Modified
BPR

0.36 0.82
0.38
193
0.44 1.08
0.76
0.71
0.31
0.67
0.40
0.31
0.35
0.39
0.78
0.43
0.13
0.95
0.39

1.44
0.93
0.97
0.85
1.11
1.13
1.69
1.11
0.78
0.97
0.40
0.83
0.96

Empirical

Conical

a
41.80
54.64
39.17

b
1.49
2.14
1.67

3.240
2.000
2.280

357.26
539.79
34.29
161.44
29.50
27.53
43.75
38.56
30.07
42.99
20.80
171.37
25.85

3.30
4.11
1.59
4.53
1.33
1.41
1.97
1.52
1.24
1.36
1.16
1.64
1.57

2.500
2.500
2.000
2.000
3.000
2.000
2.070
2.000
2.575
2.380
2.500
4.000
5.000

Recommended
Capacity in
PCU/hr/lane
1500
1250
1750
950
1150
1500
1500
2000
1750
2000
2000
1100
1600
1600
1600
2000

Table 4-91: Summary of Free Flow Speeds and Capacities

VDF
1
2
3
4
5
6
7
8
9
10
11
Regional
12
13
14
15
16

2/3 Lane
2/3 Lane
2 Lane Flyover
4 Lane (Effective 2 lane )
4 Lane
4 Lane
6 Lane
6 Lane (Flyover)
8 Lane
10 Lane
10 Lane (Ser Road)

Divided/
Undivided
Undivided
Undivided
Undivided
Divided
Undivided
Divided
Divided
Divided
Divided
Divided
Divided

2/3 Lane
4 Lane NH
4/6 Lane (Bypass)
Expressway
Long Bridge

Undivided
Divided
Divided
Divided
Divided

Lane configuration

Traffic
Management
One Way
Two way
One way
Two way
One Way
Two way
Two way
Two way
Two way
Two way
Two way
Two
Two
Two
Two
Two

way
way
way
way
way

1500
1250
1750
950
1150
1500
1500
2000
1750
2000
2000

Free flow Speeds

PV
25
25
NA
20
30
30
40
40
40
40
40

30
45
60
30
47
40
64
72
55
50
60

1100
1600
1600
1600
2000

40
60
60
70
45

65
60
88
90
60

Capacity

Bus

4.8.2. JOURNEY SPEED AND DELAY STUDIES

338. Average journey speed/ time is one of the important Measure of Effectives (MoEs) generally
considered for assessing the quality of traffic flow or understanding the traffic congestion. The
purpose of the journey speed survey is to identify the bottlenecks, major reasons for delay, etc.
based on which short term traffic management schemes may be evolved. The other purpose of
information collected during the journey speed survey is to calibrate and validate the Base year travel
demand model. Major arterial roads of the study area has been selected for the journey speed
4-120

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
studies, as these are the corridors which carry most of the traffic and congestion usually occurs on
these arterial roads. Approximate length of road considered for journey speed survey is 550 km,
which is approximately 24% of the road network length from inventory survey. Detailed description of
data analysis is presented in Annexure 4-11 and brief findings from the analysis are summarized as
follows:
Island City of Greater Mumbai:
Peak Period:
In Island City of Greater Mumbai, the average journey speeds and running speeds in North-South/ East-West
directions varies from 11 to 23 kmph and 17 to 33 kmph respectively. Delay/km travel varies from 0 to 3.57
minutes. Major causes of delay are due to intersections; and
(b) In Island City of Greater Mumbai, the average journey speeds and running speeds in South-North/ West-East
directions varies from 7 to 29 kmph and 17 to 59 kmph respectively. Delay/km travel varies from 0 to 3.56
minutes. Major causes of delay are due to intersections.
(a)

Off-Peak Period:
In Island City of Greater Mumbai, the average journey speeds and running speeds in North-South/ East-West
directions varies from 8 to 58 kmph and 7 to 32 kmph respectively. Delay/km travel varies from 0.06 to 1.95
minutes. Major causes of delay are due to intersections; and
(b) In Island City of Greater Mumbai, the average journey speeds and running speeds in South-North/ West-East
directions varies from 10 to 24 kmph and 14 to 29 kmph respectively. Delay/km travel varies from 0.22 to 1.65
minutes. Major causes of delay are due to intersections.
(a)

Suburbs of Greater Mumbai:

Peak Period:
In Suburbs of Greater Mumbai, the average journey speeds and running speeds in North-South/ East-West
directions varies from 4 to 48 kmph and 18 to 58 kmph respectively. Delay/km travel varies from 0. 2 to 3.10
minutes. Major causes of delay are due to intersections; and
(b) In Suburbs of Greater Mumbai, the average journey speeds and running speeds in South-North/ West-East
directions varies from 5 to 45 kmph and 19 to 46 kmph respectively. Delay/km travel varies from 0.1 to 2.9
minutes. Major causes of delay are due to intersections.
(a)

Off-Peak Period:
In Suburbs of Greater Mumbai, the average journey speeds and running speeds in North-South/ East-West
directions varies from 17 to 43 kmph and 19 to 48 kmph respectively. Delay/km travel varies from 0. 0 o 1.06
minutes. Major causes of delay are due to intersections, Bus stops, etc.; and
(b) In Suburbs of Greater Mumbai, the average journey speeds and running speeds in South-North/ West-East
directions varies from 17 to 47 kmph and 21 to 55 kmph respectively. Delay/km travel varies from 0.0 to 0.78
minutes. Major causes of delay are due to intersections, Bus stops, etc.
(a)

TMC Area:
Peak/ Off-Peak Period:
In TMC area, the average journey speeds and running speeds in North-South/ East-West directions varies from
14 to 32 kmph and 17 to 32 kmph respectively. Delay/km travel varies from 0.0 to 0.74 minutes. Major causes of
delay are due to intersections; and
(b) In TMC area, the average journey speeds and running speeds in South-North/ West-East directions varies from 9
to 26 kmph and 9 to 26 kmph respectively. Delay/km travel varies from 0.0 to 0.46 minutes. Major causes of
delay are due to intersections.
(a)

NMMC Area:
Peak Period:
In NMMC area, the average journey speeds and running speeds in North-South/ East-West directions varies from
17 to 47 kmph and 25 to 47 kmph respectively. Delay/km travel varies from 0.03 to 1.30 minutes. Major causes of
delay are due to intersections; and
(b) In NMMC area, the average journey speeds and running speeds in South-North/ West-East directions varies from
9 to 52 kmph and 9 to 52 kmph respectively. Delay/km travel varies from 0.04 to 0.45 minutes. Major causes of
delay are due to intersections.
(a)

Rest of the Region:

Peak/ Off-Peak Period:
In Rest of the Region area, the average journey speeds and running speeds in North-South/ East-West directions
varies from 23.3 to 44.5 kmph and 22.9 to 44.5 kmph respectively. Delay/km travel varies from 0.17 to 0.46
minutes. Major causes of delay are due to intersections; and
(b) In Rest of the Region area, the average journey speeds and running speeds in South-North/ West-East directions
(a)

PROFILING TRANSPORTATION SCENARIO

4-121

TRANSFORM
varies from 24 to 56 kmph and 24 to 59 kmph respectively. Delay/km travel varies from 0.02 to 0.23 minutes.
Major causes of delay are due to intersections.

339. A comparison of the average journey speed reported in earlier studies on some of the major
corridors and the average journey speeds assessed from the journey speed studies in the present
study is presented in Table 4-92. This provides speed trends over a period of 4 decades. It has been
observed that, there is a conspicuous increase in traffic congestion levels on most of the major
corridors of the study area.
Table 4-92: Speed Trends in MMR
Area
Island City
Suburbs of Greater Mumbai
TMC Area
NMMC Area
Rest of the Study Area

340.

WSA, 1961
(kmph)
18 to 25
30 to 40

CRRI, 1983
(kmph)
18 to 25
30 to 40

MRTS for Thane, 2001

8 to 45
18 to 25
(Thane-Belapur Road)
30 to 50

35 to 45

(kmph)
8 to 30
5 to 45
9 to 32
10 to 50
25 to 55

The following observations are made based on the comparative analysis of speed trends:

In Island City of Greater Mumbai, the speed range observed in the present study is high (8 to 30 kmph). The
low speeds have been observed on congested links and high speeds have been observed on flyovers;
(b) In suburbs of Greater Mumbai, the minimum speeds observed in the past studies indicate a minimum of 30
kmph where as in the present study, the minimum journey speed is 5 kmph which indicate the level of traffic
congestion on some of the links;
(c) In TMC area, the maximum journey speeds have dropped from 45 kmph observed in 2001 to 32 kmph in 2005
which indicate traffic congestion due to increase in traffic flows; and
(d) On major roads located in rest of the region, the difference in journey speed during the last 4 decades is more
or less same.
(a)

4.9.

OPERATIONAL ASPECTS PUBLIC TRANSPORT AND IPT MODES

4.9.1. SUB-URBAN R AILWAY S YSTEM

341. The Western Railway operates 913 public sub-urban service (up and down) per weekday
over 124 km route between Churchgate and Virar including 6 train trips between Mumbai CST and
Borivali. This requires 33 nine car rakes and 31 twelve care rakes to be in service.
342. On average, each nine-car rake runs 448 km and twelve-car rake runs 596 km per weekday.
Electric multiple units are based at either at Mumbai Central or Kandivali car sheds. Additional
stabling facilities are provided at Churchgate (7), BCTC/S (7), MX (1), MM (2), BA (7), ADH (13),
KILEC/S (10), BVI (10) and Virar (7) during night. The majority of WR sub-urban services run
between Churchgate and Borivali followed by Churchgate Virar and Churchgate Andheri. As
many as 797 sub-urban train services start or terminate their journeys at Churchgate. However there
are few services between intermediate stations. Number of sub-urban trains (up and down/slow and
fast /nine and twelve car rakes) originating/destining/passing by sub-urban railway stations (WR)
within Mumbai region is presented in Figure 4-142.
343. The Central Railway operates 1186 public sub-urban service (up and down) per weekday
over 280 km route between Mumbai CST on south, Kotputari on north-east, Khopoli on south-east,
Panvel via Mankhurd, Andheri on WR and between Thane and Vashi via Ghansoli. This requires 72
nine car rakes and 21 twelve care rakes to be in service.
344. On average, each rake runs around 578 km per weekday. Electric multiple units are based at
Kurla, Kalva and Vashi car sheds. Additional stabling facilities are provided at Mumbai CST, Dadar,
Kalva, and BY during night. The majority of CR sub-urban services run between Mumbai CST and
Karjat/ Khopoli on main line followed by Mumbai CST and Panvel on Harbour line. As many as 1084
sub-urban train services start or terminate their journeys at Mumbai CST on both the lines. However
there are few services between intermediate stations. Number of sub-urban trains (up and down/slow
4-122

PROFILING TRANSPORTATION SCENARIO

(a)
(b)
(c)
(d)
Masj id B andar (MS D)

Mumbai CST (CSTM )

B yculla (B Y)

PROFILING TRANSPORTATION SCENARIO

Virar Dahanu Road (7 stations in between)

Vasai Road Bhiwandi Diva/Kalyan (4 stations in between)
Diva Kalamboli - Panvel - Roha (15 stations in between)
Neral Matheran Branch Line (3 stations in between):
Suburban Stations
Sanpada

Turbhe

K opar Khairane

Ghansoli

Rabale

A iroli

Andheri (ADH): WR

Vil e Parle (V LP): WR

Sant acruz (S TC): WR

Khar Road (KHR): WR

Bandra (BA ): WR

Mahim (MM): WR

K ings Ci rcle (K CE )

P anvel (P NVL)

Khandeshwar (K NDS )

Kharghar (K HA G)

Bel apur (B EPR)

Dahanu Road (DRD)

Vangaon

Boisar

Umroli

Palghar

Kelve Road

Saphale

Vaitarna

Virar (VR)

Nallasopara (NSP)

Vasai Road (BSR)

Naigaon (NIG)

Bhayander (BYR)

Mira Road (MIRA)

Dahisar (DIS)

Borivali (BVI)

Kandivli (KILE)

Malad (MDD)

Goregaon (GMN)

Jogheshwari (JOS)

Andheri (ADH)

Vile Parle (VLP)

Santacruz (STC)

Khar Road (KHR)

Bandra (BA)

Mahim Junction (MM)

Matunga Road (MRU)

Dadar (DR)

Eliphinston Road (EPR)

Lower Parel (LP)

Mahalaxmi (MX)

Mumbai Central (BCL)

Grant Road (GTR)

Charni Road (CYR)

Marine Lines (MEL)

Kings Circle (KCE): CR

Raoli Junction (RVJ): CR

Wadla Road (VDLR): CR

Sewri (SVE): CR

Cotton Green (CTGN): CR

Reay Road (RRD): CR

Dockyard Road (DKRD): CR

Sandhrust Road (SNRD): CR

Masjid Bandar (MSD): CR

Mumbai CST (CSTM): CR

Suburban Stations

S eawoods Darava (S WDV )

Nerul (NEU)

Jui Nagar (JNG)

Sanpada (SNPD)

Vashi (VS H)

Mankhud (MNKD)

Govandi (GV)

Chembur (CMBR)

Ti lak Nagar (TK NG)

Kurla (CLA )

Chunabhatti (CHF)

GTB Nagar (GTBN)

Raoli Junct ion (RVJ)

Wadl a Road (VDLR)

S ewri (S VE )

Cotton Green (CTGN)

Reay Road (RRD)

Dockyard Road (DKRD)

Kat putari

Kasara (K SRA)

Om barm ali Cabin (OMB )

Khardi (K E)

Thansit Cabi n (THS )

A tgaon (ATG)

A sangaon (AS O)

Vasind (VS D)

Khadvli (K DV)

Titwala (TLA )

A mbivli (A BY)

Shahad (S HD)

K hopoli (K HP I)

Lowjee (LWJ)

Dolaval i (DLV)

Kelavali (K LY)

P alasdhari (P DI )

Karjat (K JT)

Bhivpuri Road (BV S)

Neral (NRL)

Shelu (S HLU)

Vangani (VGI)

Badalpur (BUD)

Ambernath (AB H)

Ulhasnagar (ULNR)

V ithal wadi (VLDI)

K alyan (K YN)

Thakurl i (THK)

Dombivli (DI)

Diva (DI VA)

Mumbra (MB Q)

K alva (K LVA)

Thane (TNA )

Mulund (MLND)

Bhandup (BND)

Kanjum arg (K JRD)

Vi khroli (V K)

Ghatkopar (GC)

Vi dyavihar (VVH)

Kurla (CLA )

S ion (SI ON)

Matunga (MTN)

Dadar (DR)

Parel (PR)

Curry Road (CRD)

Chinchpokli (CHG)

Church Gate (CCG)

S andhurst Road (SNRD)

No. of Trains/day

No. of Trains/day

TRANSFORM

and fast/nine and twelve car rakes) originating/destining/passing by sub-urban railway stations (CR)
within the MMR is presented in Figure 4-143.
Suburban Trains Originating/Destining/Passing By the stations on Western Railway (Daily)

1000

900

800

700

600

500

400

300

200

100

Figure 4-142: Suburban Trains Originating/Destining/Passing by the Stations on Western Railway (Daily)

1200

Suburban Trains Originating/Destining/Passing By the stations on Central Railway (Daily)

1000

800

600

400

200

Figure 4-143: Suburban Trains Originating/Destining/Passing by the Stations on Central Railway (Daily)

345. On the existing railway network within the 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 passenger trips originating and
destining within the MMR but is insignificant proportion out of the total passenger trips catered by
sub-urban rail operation within the MMR. The rail sections on which shuttle service or local
passenger trains are:

: 36 train trips/day
: 11 express trains and 10 local train trips/day
: 9 passenger train trips/day
: 11 train trips/weekday proposed after
opening of the section

346. The fleet strength of Central Railway is 86 No. of 9 car rakes & 24 No. of 12 car rakes and
Western Railway are 41 No. of 9 car rakes & 31 No. of 12 car rakes. Average weekday suburban rail
travel demand is estimated to be 1.5 crore passenger km in 2005, at an average rail journey length
of 26 km. The number of weekday passenger trips by rail is estimated at 70 lakhs. The highest
average commuter density is observed to be 9 persons/m with the average 6-16 persons/m2. The

4-123

TRANSFORM
average standing density is 12 passengers/sq.m. The maximum passenger flow is across Mahim
where about four lakh passengers in morning peak hour (0900-1000 hrs) and 3.2 lakh passengers in
the evening peak hour (1800-1900 hrs.) move across (Ref. Figure 4-144 and Figure 4-145). Line
wise frequency of sub-urban trains has been compiled from the time-tables of Western and Central
Railway.
347. Traffic on suburban rail is growing differentially on different parts of the network. Lines
operated by Western Railway from Churchgate to Virar have a very low growth (0.65% per annum).
This is mainly due to supply crunch. On the other hand, network operated by Central Railway is
more diverse and has many under-utilised sections. Therefore, it has been growing at a higher rate
of 2.65% per annum.
348. One of the remarkable attributes of the suburban rail system is the low fares compared to
any other transit system in the world. However this low cost comes with a severe penalty with 10-12
casualties per day and crowding levels reaching an intolerable 16 persons/m in the space between
car doors (average standing density is 12 persons/ m). The average crowding level is 9 persons/m.
There is an urgent need for enhancing the sub-urban rail system to reduce the over-crowding level.
In addition, to cater for the future travel demand, there is a need for capacity augmentation by
extending sub-urban railway system, supplementing with metro system, exclusive bus lanes on
major highway corridors.

Figure 4-144: Suburban Train Passengers (Peak Period- 6:00am to 11:00am)

4-124

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Figure 4-145: Measuring Crowding in Trains: Number of passengers/sqm in different parts of a 2nd class coach

4.9.2. BUS S YSTEM

349.

After, sub-urban rail mode, travel by bus is predominant in the MMR.

350. Daily travel by bus as a main mode in the base year (2005) is about 3.55 million, which is
26.3% of total travel (without walk trips). It is pertinent to mention here that; bus mode is acting as a
major feeder service to the sub-urban train. If access/ egress is also included, which generally the
bus operators calculate the trips is about 5.5 millions/day.
351. The road based public transport system is mainly operated by municipal corporation
undertakings like BEST, NMMT, TMT, KDMT, MBMCTU, etc. In addition, MSRTC (which provides
services mainly for inter-city travel) also cater to the internal travel needs of MMR. These
organizations are operating bus services over 5,700 routes. Route details (Route wise headways,
stops, turn around time, fares, etc.) were collected from the respective operating organizations and
codified in the public transport network properties.
352. Travel by contract carriages (buses operated by private operators, companies) is also
predominant on some of the routes. Growth of stage carriages, contract carriages and school buses
in the MMR are presented in Table 4-93. In 2005, contract carriages have been increased from 7,396
to 10,633 and school buses have increased from 912 to 1,298. However, the no. of trips per bus
carried by these contract carriages and school buses per day is approximately 1/10 of the
passengers/bus carried by the public transport buses. The growth of contract carriages clearly
indicates that, the public transport, sub-urban train and bus are losing their share. The reason for
more operation of contract carriages and school buses is convenient and comfort offered by these
modes.
Table 4-93: Growth of Stage Carriages, Contract carriages and School Buses in MMR
Year
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005

Stage Carriages
6041
6293
6557
6737
6948
7144
7038
7149
6719
6740

PROFILING TRANSPORTATION SCENARIO

Contract Carriages
7117
7508
7787
8144
8608
9027
6761
7033
7396
10633

School Buses
842
850
861
864
867
871
897
933
912
1298

Total
14000
14651
15205
15745
16423
17042
14696
15115
15027
18671

4-125

TRANSFORM
353. In MMR, BEST is the biggest public road passenger transport provider with a fleet strength of
3,380 and operating 334 routes in the MMR. In fact, it is the biggest municipal public transport
undertaking in India. BEST operates services within Greater Mumbai and from Greater Mumbai to
other major destinations outside Greater Mumbai. Fleet and number of routes operated by major
transport undertakings in the MMR are presented in Table 4-94.
Table 4-94: Descriptive Statistics of the Major Transport Undertakings in MMR (Year 2002-03)
No. of
Pass. Average Occupancy
No. of
One-way Passenger
Pass-km Bus-km
No. of
Buses
Carried Carrying
Ratio or
Routes Trips Originated Daily**
(million) (million)
Employees
Held
(million) Capacity Load Factor* Operated
(Millions)
BEST
10,187
237.7
3,380
35,276
1560.9
75.0
57.2
334
4.30
TMT
914
19.64
264
2,555
96.2
58.2
80.0
43
0.26
MSRTC
7,933
204.2
1,950
294.4
251.6
0.77
Raighad
2,128
65.9
660
95.0
64.1
0.26
Thane
3,384
64.3
585
97.2
63.6
0.27
Palghar
1,153
38.3
428
68.1
63.4
0.19
Mumbai
1,268
35.7
277
34.1
60.5
0.05
Note:
* The load factor is based on average carrying capacity of vehicles at the end of the year.
** Daily Passenger trips includes main mode trips and access/ egress trips
Complete Statistics for NMMT, KDMT and MBMCTU are not available
Source: Basic Transport & Communications Statistics for MMR, March 2005
TU

4.9.3. IPT MODES

354. Intermediate Public Transport (IPT) modes i.e. Taxi and Auto in metropolitan cities plays an
important role in meeting unstructured travel demands of users. It performs as feeder service to the
main mass transport system (Both rail and road based) and provides accessible movement in
predefined areas. The services provided by the IPT are intermittent in nature and this has complete
flexibility in destination which is determined by the passengers. In MMR, IPT is acting as competent
access/ egress mode and competing with road based public transport system, especially on short trip
lengths. Trip characteristics by these modes is entirely different compared to the trips made by other
motorised modes, as these modes offer high flexibility, services from almost door to door, fare, etc.
355. As per the 2005 statistics, number of Autos in Greater Mumbai and rest of MMR is 1,02,224
and 1,17,946 respectively (46.4%:53.6%). Population of Taxi in Greater Mumbai and rest of MMR is
56,459 and 17,634 respectively (76.2%:23.8%). Operation of Autos and Taxis in Greater Mumbai is
high compared to rest of the region. Past trend during 2000 to 2004 indicates that, there is an
increase in Auto and Taxi population in rest of MMR, whereas it is almost stagnant in Greater
Mumbai. Annual growth rate of Auto population and Taxi population in MMR is 4.0% and 3.1%
respectively (2000-2004 data).
356. 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%.
4.9.4. W ORKPLACE B ASED SURVEY D ATA A NALYSES
357. The surveyed information is analysed to explore the pattern in the socio-economic and travel
characteristics of the respondents. Detailed analysis of workplace based surveys is presented in
Annexure 4-12 and the following sections describe the brief analysis of various parts of the survey.
Trip Attraction Rates:
358. Trip attraction rate is the major indicator for traffic impact assessment studies. Information
collected has been used for developing the trip generation rate for the establishment. The trip
generation rate is obtained by summing up the total no. of visitors including the employees attracted
towards the establishment during a working day and expressed in terms of attractions per 100 sq.m
of Gross Floor Area of the establishment and number of attractions per employee. Average trip
4-126

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
generation rates for MMR area level are presented in Table 4-95.
Table 4-95: Trip Attraction Rates: MMR Area
Average Trip Attraction Rate
(attractions per day/100 sq.m)
87
31
114
124
9
28
22

Land use
Govt. Office
Private Offices
Banks/ Financial Inst.
Malls/ Shops
Industries
IT Centres
Others (Hotels, Hospitals, Convention Centres)

Average Trip Attraction rate

(attractions per day/Employee)
3.5
2.5
7.6
12.3
0.4
0.3
3.4

359. Range and average trip attraction rates, assessed for each sub-area i.e. Greater Mumbai,
Navi Mumbai, TMC and KDMC for different category of establishment types are presented in Table
4-96. Based on the analysis of the trip generation rates, the following inferences have been made:
(a) The range of trip generation rates depends on numerous factors like services, size, nearness to public transport,
catchment serving, etc. The range of trip generation rates is high for a particular sub-area of the region and for a
particular category of establishment type. For example, in the case of Govt. offices, the range of trip attraction
rate varies from 0.2 to 913 in Greater Mumbai area, 1.2 to 125 in Navi Mumbai, 2.5 to 480 in TMC and 4.0 to 256.
The average values observed across the sub-areas of the region, 113, 26, 78 and 49 in Greater Mumbai, Navi
Mumbai, TMC and KDMC respectively are however comparable;
(b) The highest average trip attraction rate observed is for Malls/shops with 124/100 sq.m of floor area. Whereas the
lowest rate is for Industries with 9/ 100 sq.m area;
(c) Trip attraction rate i.e. no./employee is highest for Malls/shops with 12.3 and lowest for IT centres with 0.3;
(d) Trip attraction rate for Govt. offices in Greater Mumbai area is highest with 113/ 100 sq.m and lowest in Navi
Mumbai area with 26/ 100 sq.m;
(e) Trip attraction rate for Private offices is more or less same in Greater Mumbai, Navi Mumbai and TMC areas with
35/ 100 sq.m; and
(f) The average range of trip generation rate for Industries varies 7 to 11/ 100 sq.m based on observations in
Greater Mumbai, Navi Mumbai and TMC sub-areas.
Table 4-96: Trip Attraction Rates: Range and Average Values in Major Sub Regions of MMR

KDMC

TMC

Navi Mumbai

Greater Mumbai

SubArea

Sample
Establishments

Land use
Govt. Office
Private Offices
Banks/ Financial
Malls/ Shops
Industries
IT Centres
Others*
Govt. Office
Private Offices
Banks/ Financial
Malls/ Shops
Industries
IT Centres
Others*
Govt. Office
Private Offices
Banks/ Financial
Malls/ Shops
Industries
Others*
Govt. Office
Private Offices
Banks/ Financial

Inst.

Inst.

Inst.

Inst.

39
38
21
14
3
8
7
11
7
4
2
4
1
2
14
6
6
2
5
4
7
13
4

Range of Trip Attraction

Rate** (attractions per
day/100 sq. m)
Range
Avg.
From
to
0.2
913
113
0.1
717
36
1.9
383
113
8.0
893
151
0.2
15
8
6.0
60
26
0.7
79
29
1.2
125
26
4.7
80
34
5.3
48
25
12.0
18
15
3.3
12
7
43
43
9.5
11
10
2.5
480
78
0.9
47
35
58.3
535
192
41.0
44
43
3.3
25
11
1.6
33
15
4.0
256
49
0.2
40
14
38.0
138
88

Range of Trip Attraction Rate**

(attractions per day/Employee)
Range
From
0.0
0.1
0.1
1.5
0.1
0.1
0.3
0.1
0.0
0.4
2.0
0.1
0.6
0.0
0.0
3.0
0.0
0.0
0.0
1.0
1.0

to
47.0
13.0
47.0
65.0
1.0
1.0
13.0
5.0
0.5
6.3
4.0
0.4
0.2
1.1
6.0
6.0
14.0
10.0
1.0
5.0
40.0
25.0
11.0

Avg.
4.3
1.5
8.8
14.0
0.6
0.3
5.2
0.8
0.3
3.0
2.8
0.3
0.2
0.8
1.2
1.7
7.1
10.0
0.4
1.7
7.6
7.1
6.5

* Hotels, Hospitals, Convention Centres etc. ** Trip attraction rate inculdes trips by visitors as well as employees.

PROFILING TRANSPORTATION SCENARIO

4-127

TRANSFORM
360. Trip generation rates assessed from Hotels, Hospitals and Cultural Institutions which have
been categorized into other establishment category is separately analyzed and the trip generation
rates are presented in Table 4-97. The range of trip attraction rates is 0.7 to 79.3 no. per day/ 100
sq.m. (0.3 to 12.5 no. per day/ employee). The average tip generation rate observed is 22 /100 sq.m
of floor area or 3.4/ employee.
Table 4-97: Trip Attraction Rates: Range and Average Values in Major Sub Regions of MMR
Sub-Area

Navi Mumbai

TMC

Greater
Mumbai

Establishment Type

Establishment Name

Trip Attraction rate

(attractions per day
/100 sq.m)

Trip Attraction rate

(attractions per
day/Employee)

11.0

0.6

Hospital

Mahatma Gandhi Mission's New

Bombay Hospital

Cultural Institution

Assam Bhavan

9.5

1.1

Hospital

Bhanushali Hospital

1.6

0.9

Hospital

C.R. Wadia Hospital

33.1

5.2

Hospital

ESIS Hospital

22.7

0.5

Educational Institute

VPMS Polytechnic College

3.8

0.3

Restaurant

Smoking Jones, Restaurant

60.0

5.0

Hospital

Siddharth Hospital

0.7

3.3

Hotel

Ramee Hotel

5.2

0.3

Museum

Taraporewala Museum

79.3

9.1

Hospital

Bhagwati Municipal Hospital

6.7

1.9

Educational Institute

Mulund Commerce College

44.8

12.5

Art Gallery

National Gallery of Modern Art

4.0

4.0

361. Trip attraction rates observed for some special establishment types like Fire brigade, Car/
Two Wheeler Show Rooms, some typical Govt. offices like CID office, RTO, Check Post are very
different compared to other establishment types and the trip attraction rates are presented in Table
4-98.
Table 4-98: Trip Attraction Rates: Special Establishment Types
Special Type of establishments
Fire Brigades
Car/ Two Wheeler Show Rooms
CID Office
Regional Transport Office (R.T.O)
Greater Mumbai Check Post

Trip Attraction rate

(No. per day /100 sq.m)
28
28
269
369
1430

Trip Attraction rate

(No. per day/Employee)
0.1
1.4
0.8
43.3
46.7

362. In a separate study undertaken by the MMRDA assisted by

team in the year
2005, trip attraction rates were obtained for offices located in Bandra-Kurla Complex area and they
are summarised in Table 4-99 for comparison purpose.
Table 4-99: Trip Attraction Rates: BKC Area
Establishment
NABARD
ILFS
FORTUNE
ICICI Bank
Bank of India
NSE
Citibank
Average

Area (sq.m)

Employees

Attractions per
day

Attractions per
day/ 100 sq.m

Attractions per
day/ Employee

36,364
56,727
13,091
1,00,400
13,636
16,038
7,638

1,400
2,050
1,500
3,000
1,200
1,400
800

3,043
5,624
5,652
14,997
2,134
4,126
2,293

8.4
9.9
43.2
14.9
15.6
25.7
30.0

2.2
2.7
3.8
5.0
1.8
3.0
2.9

21.1

3.0

363. The average trip attraction observed in BKC area for Govt. and private offices works out to
3.0 attractions per day/ employee compared to 3.5 and 2.5 attractions per day/ employee observed
in the present study for Govt. and private offices respectively. Trip attraction rate in terms of
4-128

PROFILING TRANSPORTATION SCENARIO

TRANSFORM
attractions per day/ 100 sq.m area observed in BKC area for Govt. & private offices works out to 21.1
compared to 87 and 31 observed in the present study for Govt. and private offices respectively. It is
to be noted that, the offices in BKC area are mostly headquarters of the respective organisations and
may not serve the common public. Hence, the trip attraction rates for BKC area were found less than
the trip attraction rates assessed in the present study for general areas.
Parking Demand:
364. Information related to parking demand within the premises of the surveyed establishments
has been analysed and the summary is presented in Table 4-100 and Table 4-101. Two wheeler and
car parking space provisions have been converted into Equivalent Car Spaces (ECS) based on the
following parking areas and car area as a standard unit:
Two Wheelers
Car

:
:

2 sq.m (2 x 1 m)
12.5 sq.m (5 x 2.5 m)

Table 4-100: Parking Provision: Average Values in MMR

Land use
Govt. Office
Private Offices
Banks/ Financial Inst.
Malls/ Shops
Industries
IT Centres
Others*
* (Hotels, Hospitals, Convention Centres)

Average of ECS/100 sq.m of floor area

3.8
2.0
1.3
1.6
0.7
3.2
1.3

Table 4-101: Parking Provision: Range and Average Values in Major Sub Regions of MMR
Area

Land use

Govt. Office
Private Offices
Banks/ Financial
Greater Mumbai
Malls/ Shops
Industries
IT Centres
Others*
Govt. Office
Private Offices
Banks/ Financial
Navi Mumbai
Malls/ Shops
Industries
IT Centres
Others*
Govt. Office
Private Offices
Banks/ Financial
TMC
Malls/ Shops
Industries
Others*
Govt. Office
KDMC
Private Offices
Banks/ Financial
* (Hotels, Hospitals, Convention Centres)

Inst.

Inst.

Inst.

Inst.

Range of ECS/100 sq. m of floor area

Range
Average
From
to
0.0
101
5.0
0.0
37
2.9
0.0
7
1.1
0.0
9
1.7
0.0
2
0.8
0.2
17
3.5
0.0
5
1.0
0.2
18
3.0
0.3
2.6
1.1
0.7
1.3
0.7
0.6
1.3
0.9
0.0
0.9
0.3
0.0
0.6
0.6
0.0
0.2
0.1
0.0
9.2
2.6
0.0
9.4
1.8
0.0
13
3.2
1.0
1.5
1.2
0.1
4
1.0
0.2
8.8
2.5
0.0
2.7
0.8
0.0
1.3
0.2
0.0
2.0
0.6

365. Based on the analysis of the parking demand observed in the surveyed establishments, the
following inferences are made:
Highest parking demand is observed in Govt. office type of establishments with 3.8 ECS/ 100 sq.m and lowest in
Industries with 0.7 ECS/ 100 sq.m;
(b) Parking provisions in Banks/ Financial Institutions and Hotels/ Hospitals is same i.e. 1.3 ECS/ 100 sq.m;
(c) Parking demand in IT centres is comparable to parking demand to that of Govt. offices; and
(d) In general parking demand in Greater Mumbai area is higher compared to other sub-areas.
(a)

PROFILING TRANSPORTATION SCENARIO

4-129

TRANSFORM
366. Parking demand observed for some special establishment types like Fire brigade, Car/ Two
Wheeler Show Rooms, some typical Govt. offices like CID office, RTO, Check Post are very different
compared to other establishment types and the parking demand in these establishments are
presented in Table 4-102.
Table 4-102: Parking Demand: Special Establishment Types
Special Type of establishments

ECS/100 sq.m of floor area

Fire Brigades

18

Car/ Two Wheeler Show Rooms

94

CID Office

38

Regional Transport Office (R.T.O)

17

Greater Mumbai Check Post

101

367. Those respondents who travel by their own vehicle, car or two-wheeler to work are asked
about their parking location. More than 30% of the respondents did not answer the same, and out of
those who answered, about 93% said that they park their vehicle in space provided by the employer,
approximately 6% in public places and less than 2% park on-street.
368. The parking demand in different establishment types is observed to be more than the parking
norms stipulated in the DC regulations of respective municipal corporations. As a part of the study on
parking, a Parking Policy is proposed and the recommended parking standards for the MMR and
the details are presented in Annexure 7-3.
Working Days per Week:
369. Number of working days depends on type of establishment though most of the
establishments work for six days per week. Sub-area wise proportion of establishments working for
5, 6 and 7 days a week are presented in Table 4-103. On an average, 74% of the establishments in
MMR are working for 6 days a week. The observed range in different sub-areas is 66.7% (Greater
Mumbai) to 91.7% (KDMC). Average % of establishments working 7 days a week is 17.6% and the
range is 3.2% (Navi Mumbai) to 23.3% (Greater Mumbai).
Table 4-103: No. of Working Days per Week: Sub Area wise
Area

5
13
3
3

Greater Mumbai
Navi Mumbai
TMC
KDMC
MMR

19

No. of Working days/week

6
7
Total
86
30
129
27
1
31
29
5
37
22
2
24
164
38
221

5
10.1
9.7
8.1
0.0
8.6

No. of Working days/week (% )

6
7
Total
66.7
23.3
100.0
87.1
3.2
100.0
78.4
13.5
100.0
91.7
8.3
100.0
74.2
17.2
100.0

370. Establishment type wise proportion of establishments working 5, 6 and 7 days a week are
presented in Table 4-104 and the following observations have been made:
(a)

17.1% of the banks/ financial institutions are working 5 days a week. Whereas 12.7% of the Govt. offices are
working 5 days a week;

(b)

Most of the industries are working 6 days a week;

(c)

About 89% of the malls/ shops are working all the days of a week; and

About 7% of the Govt. offices are working on all days of a week. These Govt. offices include Fire Brigade, Check
Post, Govt. hospitals, etc.
Table 4-104: No. of Working Days per Week: Establishment Type wise
(d)

Land use
Govt. Office
Private Offices
Banks/ Financial Inst.
Malls/ Shops
Industries

4-130

No. of Working days/week

5
6
7
Total
9
57
5
71
3
51
9
63
6
29
35
2
16
18
12
12

No. of Working days/week (% )

5
6
7
Total
12.7
80.3
7.0
100.0
4.8
81.0
14.3
100.0
17.1
82.9
100.0
11.1
88.9
100.0
100.0
100.0
PROFILING TRANSPORTATION SCENARIO

TRANSFORM
No. of Working days/week
5
6
7
Total
6
3
9
1
7
5
13
19
164
38
221

Land use
IT Centres
Others (Hotels, Hospitals, Convention Centres)
All Establishments

No. of Working days/week (% )

6
7
Total
66.7
33.3
100.0
7.7
53.8
38.5
100.0
8.6
74.2
17.2
100.0
5

371. Trip Diary Analysis: In trip diary, all the previous day trips of the respondents are recorded
in order to capture the various classes of modes utilised and their components such as cost, travel
time and comfort levels. The total number of trips made by 4,232 respondents is 8,384. Out of the
total trips, 93% of the trips are home based work, 2% home based other, and only 5% of the trips are
non-home based. In the analysis presented below is of all trips including home based other and nonhome based.
372. Mode Split: Main Mode: Mode split by main mode is presented in Figure 4-146. Public
transport (train and bus) constitutes majority of the trips i.e. approximately 78%. Mode split by Private
vehicles and IPT modes is 14.6% and 4.8% respectively. Others category includes company vehicle,
contract bus, and cycle, out of which company vehicle constitutes for the majority of the trips.
70.00

Percentage

60.00

61.99

50.00
40.00
30.00
15.67

20.00
10.00

11.18
4.41

3.41

1.91

0.43

1.00

Taxi

Walk Others

0.00
Train

Bus

Car

TW

Auto

Main Mode

Figure 4-146: Percentage Share of Main Mode

Percentage

373. Mode Split: Access/ Egress Mode: Out of total 8,384 trips, approximately 1,800 trips do not
have any access or egress mode as these trips are made door-to-door by IPT/ Private Vehicles. For
the trips having access and egress mode, the percentage mode share is presented in Figure 4-147.
It can be said that walk mode dominates with 71% of the trips, followed by auto (15%) and bus
(9.5%) respectively.
80.00
70.00
60.00
50.00
40.00
30.00
20.00
10.00
0.00

Access
Egress

Bus

Car

TW

Auto

Taxi

Walk Others

Mode

Figure 4-147: Percentage Share of Access and Egress Mode

374. Travel Time: In-vehicle and Total Travel Time: In-vehicle travel time for main mode and
total travel time for complete trip (travel time by main mode, access mode and egress mode) are
presented in Figure 4-148. In-vehicle travel time by main mode indicates that, 58% of the trips have
less than 30 minute duration. Another 30% of the trips take 30-60 minutes to travel in their respective
main mode. If total travel time of the trip is considered, the percentage of trips having travel time less
PROFILING TRANSPORTATION SCENARIO

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TRANSFORM
than 30 minutes is 32%. Thus, it implies that access and egress mode adds to the major portion of
the total travel time of the trip.
>120
1%

90-120
2%

>120
3%

NA
0%

60-90
9%

60-90
22%

NA
0%

90-120
8%

15
13%

15
28%

45-60
15%

30-45
15%

15-30
19%

15-30
30%

45-60
16%

30-45
19%

Figure 4-148: In-vehicle Travel Time (Main Mode) and Total Travel Time of the
Complete Trip

375. The average total travel time and maximum total travel time by establishment and mode are
presented in Table 4-105. The information indicates that, the average and maximum total travel time
within which the commuters are interacting with the indicated establishment type. This information
will be useful in establishing the catchment area to determine the impact on traffic due to the
establishment.
Table 4-105: Average and Maximum Total Travel Time by Establishment and Mode
Auto

Land use

Avg.

Max

Bus
Avg.

Max

Car
Avg.

Taxi

Train

TW

Walk

Others

Max

Avg.

Max

Avg.

Max

Avg.

Max

Avg.

Max

Avg.

Max

45
47
47
62
26
46
35

24
26

43
40

18
19
21
18
27
33
17

39
32
26
26
49
47
23

32
25

20
21

88
88
79
77
80
98
66

19
16

20
21

61
63
76
53
61
86
56

17
30

21
30

40
32
35
42
120
89
27

53
39
35
42
120
89
27

Govt. Office
15
28
43
70
28
Private Offices 22
28
44
66
27
IT Centres
23
26
39
43
38
Banks
18
29
39
53
31
Malls/ Shops
12
18
39
47
17
Industries
14
21
45
65
36
Others*
11
12
50
58
35
Others*: (Hotels, Hospitals, Convention Centres)

376. Travel Cost; Figure 4-149 shows the range of per trip cost for the main mode and per trip
cost for the complete trip. The pie-chart depicts that 63% of the trips have main mode cost less than
INR 5 while 35% of the trips have total cost less than INR 5. This is again due to substantial costs
incurred by access and egress modes. It is also interesting to find that 60% of the trips have total
cost less than or equal to 10 Rs and 20% of the trips have cost between INR 10-20. This low cost is
due to the dominant use of public transport for travel in Mumbai and the prevalence of monthly and
quarterly pass system for train. Percentage share of trips where it is mentioned NA mainly consists of
car and two-wheeler trips as respondents were unable to reveal their per trip cost.
50-100
1%
30-50
1%
20-30
2%

>100
0%

50-100
1%

NA
9%

30-50
3%

NA
11%
5
35%

20-30
5%

10-20
10%
5-10
14%

>100
0%

5
63%

10-20
20%
5-10
25%

Figure 4-149: Per Trip Cost of the Main Mode and Total Per Trip Cost

4-132

PROFILING TRANSPORTATION SCENARIO

TRANSFORM

Percentage

377. Comfort Levels: Comfort Level

for the train and bus as main mode is
100%
12.48
shown in Figure 4-150. Here C2 means
34.02
80%
Non-AC Comfortable Seating/Standing
and C3 means Non-AC Crowded. It can
60%
be seen that 66% of the train users and
87% of the bus users find their respective
87.06
40%
mode comfortable to travel. The
65.98
percentage of the comfort level obtained
20%
from the survey is quite shocking as it was
expected that majority of people will find
0%
Train
Bus
public transport uncomfortable due to very
Mode
high crowding levels. This may be due to
the regular travel habits of the commuters Figure 4-150: Comfort Level for Train and Bus Trips
like catching specific timing of the trains, specific coaches, etc.

NA
C3
C2

Revealed Preference Survey: Alternative among the Existing Modes

378. Revealed Preference Survey has been carried out in order to understand the factors that
lead to change of mode of travel for a particular person. Out of 4,332 people interviewed, 2,228
people said that they used an alternative mode of travel in past few months, occasionally or in the
absence of their normal mode of travel. Other 1,704 employees stated that they do not have any
alternative mode available in absence of their normal mode. From 2,228 observations in which both
normal and alternative modes were available, only 2,196 observations were logical and hence used
for further analysis.
379. The distribution of the normal travel mode into various alternative modes. It is seen that, for
train as a main mode, 64% of the users will switch to bus, 12% to auto and 11% to TW if they require
an alternative mode to travel. For bus as a main mode, the major shift is towards auto (39%), train
(26%), and walk (21%). Auto users major alternative mode is walk (60%) followed by bus (22%).
More than 30% of the private vehicle users use auto as an alternative mode to travel.
Table 4-106: Normal and Alternative Modes
Mode (Normal)
Train
Bus
Con Bus
Comp Veh
Taxi
Auto
Car
TW

Train
0
122
5
1
1
6
17
54

Bus
707
0
6
2
31
9
91

Con Bus
5
1
0
0
0
1
0
2

Mode (Alternative)
Comp Veh
Taxi
Auto
6
80
133
5
32
185
0
0
0
0
1
3
0
0
1
0
1
0
0
7
31
0
3
108

Car
35
4
0
2
1
4
0
7

TW
122
19
3
2
1
11
15
0

Cycle
1
3
0
0
0
1
0
2

Walk
22
99
0
4
2
84
7
88

Total
1111
470
14
15
6
139
86
355

Car
3.2
0.9
0.0
13.3
16.7
2.9
0.0
2.0

TW
11.0
4.0
21.4
13.3
16.7
7.9
17.4
0.0

Cycle
0.1
0.6
0.0
0.0
0.0
0.7
0.0
0.6

Walk
2.0
21.1
0.0
26.7
33.3
60.4
8.1
24.8

Total
100
100
100
100
100
100
100
100

Table 4-107: Normal and Alternative Modes (in %)

Mode (Normal)
Train
Bus
Con Bus
Comp Veh
Taxi
Auto
Car
TW

Train
0.0
26.0
35.7
6.7
16.7
4.3
19.8
15.2

Bus
63.6
0.0
42.9
13.3
0.0
22.3
10.5
25.6

Con Bus
0.5
0.2
0.0
0.0
0.0
0.7
0.0
0.6

Mode (Alternative)
Comp Veh
Taxi
Auto
0.5
7.2
12.0
1.1
6.8
39.4
0.0
0.0
0.0
0.0
6.7
20.0
0.0
0.0
16.7
0.0
0.7
0.0
0.0
8.1
36.0
0.0
0.8
30.4

380. Opinion Survey Analysis: This section of the questionnaire aimed to capture the responses
of private vehicle users particularly car users in connection with the various transport policies and
strategies which will improve the quality of travel and provide transport infrastructure for better
PROFILING TRANSPORTATION SCENARIO

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TRANSFORM
accessibility and mobility in the region. Car users are asked to respond to their willingness to pay for
toll, parking policy and congestion pricing whereas two-wheeler users were only asked about the
parking policy.
381. Toll Charges: Table 4-108 shows the willingness to pay (WTP) for tolls on proposed new
facilities with a subsequent reduction in the range of travel time and travel length. It reveals that the
average fee payable by the respondents accounts to approximately INR 15, INR 20, and INR 28 for a
time saving of 30min, 45min and 1hr respectively. Similarly in the case of reduced travel length it is
INR12, INR16, INR20, and INR25 for a saving of 5km, 10km, 15km, and 20km respectively.
382. Average willingness to pay for per minute and per km reduction comes out to INR 0.5 per
minute and INR 1.7 per km.
Table 4-108: Willingness to pay for Tolls on Proposed New Facilities
Avg. Toll Fee(Rs) for reduced Travel Time
30 min
45min
1hr
15.61
20.67
28.58

Avg. Toll Fee(Rs) for reduced Travel Length

5Km
10Km
15Km
20Km
12.55
16.31
20.18
25.13

383. Parking Charges: The response to parking policies and average fee payable are recorded
and the values varied from INR7 to INR15 from 1hr to 10hrs respectively as shown in Table 4-109.
Many respondents answered about the parking fees in terms of per day and per month cost. Average
parking fee per day works out to INR 13.2 per day and INR 146 per month.
Table 4-109: Response to Parking Policy/Pricing- Avg Parking Fee (Rs)
Parking Duration
Parking Fee (INR)

1Hr
7.57

2Hr
8.61

4Hr
10.39

8Hr
12.99

10Hr
14.93

384. Congestion Pricing: Total 208 people responded on response to congestion pricing. Out of
those, 17 respondents were against the concept of congestion pricing and said they will not pay any
amount for it. From the rest, the average amount that people thought should be charged for
congestion pricing came out to approximately INR 25.
385. This section has dealt with various surveys/ studies carried out in order to capture the travel
demand by varios modes, the network characteristics together with the services provided by public
transport systems. This information has been employed in the development of travel demand models
and the details are presented in the following section.

4.10. CONCLUSIONS
386. Using the detailed primary and secondary data, base network, further detailed analysis, etc.
have been used in preparation of detailed database. This data base is used in travel demand
analysis, model development & validation of models, network analysis, assessment of transport
network requirements of the region for the horizon period upto 2031, development of transportation
strategies for long term, medium term and short term horizons, etc. These details are presented in
the following chapters.

4-134

PROFILING TRANSPORTATION SCENARIO

5.

DEVELOPMENT OF TRAVEL DEMAND MODEL

This chapter describes the development and calibration of travel demand models suitable for the MMR. The models
are validated by comparing the synthetic network flows for the base year 2005 with actual observed flows. Checks are
done to compare modelled flows by suburban train, bus, private vehicles and other modes with actual observed flows.
Since flows by suburban trains are dominant particular care was taken to ensure their true reproduction. It is
established that the calibrated modelling package is able to describe the present day travel patterns within reasonable
accuracy.

5.1.

MODELLING OVERVIEW

5.1.1. THE APPROACH

1.
Standard four-stage transport modelling approach has been followed in
, with
suitable modifications to capture the specific characteristics of MMR. An overview of the modelling
approach/process followed is presented in Figure 5-1. This figure also presents the process followed
in calibration of travel demand models and their application for horizon years - 2031, 2021 and 2016.
Major steps involved in the development models include the following:
(a)
(b)
(c)
(d)

Preparation of Baseline Database (from Primary and secondary data sources);

Dividing the study area into Traffic Analysis Zoning (TAZ) System;
Preparation of Base Year transport network;
Initial assessment of internal travel demand and validation of travel demand matrices using demadj.mac of
EMME;
(e) Estimating planning parameters for each TAZ;
(f) Calibration and validation of travel demand models; and
(g) Preparing EMME software suit for further application.

2.
In order to come out with best estimates of travel demand by alternative growth scenarios
and evaluate transport network/systems resiliency, robust models have been developed. These
models have been tested by replicating the base travel patterns/conditions through process of
validation and revalidation. Transportation models developed for the purpose of traffic forecast
constitute the core support system for rational decision making. These models are developed using
state-of-art software EMME, with a GIS enabled transportation network as one of the inputs.
3.

Specifically the models developed allow:

(a) The relationships between the trip generation and land use data at traffic zone level;
(b) The spatial allocation of the future trips, especially the origin and the destination in detailed zoning level (1030
zones), reflecting the impact of new land use developments;
(c) The estimation of future modal split among the competing transport modes, with focus on rail and road transport
means, with a possibility of introducing new modes of transport;
(d) Estimating the traffic volumes on the road network, and of passenger traffic on public transport network,
estimation of travel times, speed of transport modes etc. taking into account the level of service in trains,
variations in bus speeds, frequency and fares; and
(e) Responding to traffic demand management measures such as parking fees, road user charges and congestion
pricing.

4.
The models developed have been used for forecasting travel demand by horizon years up
to 2031, for various growth scenarios. The outputs of these models will also provide inputs for social,
environmental, economic and financial analyses of transport network.

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-1

TRANSFORM
Initial Assessment of
Internal Travel Demand

Stratification of Trip
Purposes and Time Periods

Traffic Analysis Zoning

Systems

Validation of Internal
Travel Demand Matrices

Base Year (2005)

Transport Network
EMME demadj.mac
Screen Line, Cordon
Line, Mid-block Counts

Primary and
Secondary Data
Base
Calibration of Travel
Demand Models

Base Year Planning

Parameters

Validation of Travel
Demand Models

TRAVEL DEMAND MODELS

TRAVEL DEMAND MODELS

Planning Parameters for

Alternative Growth
Scenarios for Horizon
Years 2031

Forecast Horizon Year

2031 Travel Demand

Horizon Year 2031

Transport Networks

Evaluation Criteria

Planning Parameters for

Alternative Growth
Scenarios for Horizon
Years 2021

Evaluation of
Alternative Growth
Scenarios and Shortlisting of Potential
Growth Scenarios

Forecast Horizon Year

(2021) Travel Demand
Identification of Resilient
Identification of Resilient
Transport Network and
Transport Network and
Medium Term (2021)
Medium Term (2021)
Transportation Strategy
Transportation Strategy

Horizon Year 2021

Transport Networks

Planning Parameters for

Alternative Growth
Scenarios for Horizon
Years 2016

Long Term Transportation

Long Term Transportation
Strategy and
Strategy and
Identification of Resilient
Identification of Resilient
Transport Network
Transport Network

Forecast Horizon Year

(2016) Travel Demand

Horizon Year 2016

Transport Networks

Identification of Resilient
Identification of Resilient
Transport Network and
Transport Network and
Short Term (2016)
Short Term (2016)
Transportation Strategy
Transportation Strategy

Figure 5-1: Overview of the Modelling Approach

5-2

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
5.1.2. DEVELOPMENT OF THE B ASELINE D ATABASE
5.
The scope of services and approach evolved requires extensive transport and socio
economic database in order to:
(a) Achieve the aims of the study;
(b) Address all of the issues which may arise during the course of the study; and
(c) Provide a basis for assessing changes in trip-making characteristics and travel patterns that have occurred in
MMR over recent times (e.g. when compared with data from the CRRI study).

6.
Towards this as noted described earlier in Chapter 4 in detail more than twenty types of
primary/secondary surveys/studies have been carried in the region. Detailed analysis has been
carried out and database has been prepared for the modelling purposes.
5.1.3. PREPARATION OF BASE YEAR TRANSPORT NETWORK
7.

Base Year transportation network has been developed separately for:

(a) Rail (utilising data from MRVC, Western Railways and Central Railways);
(b) Bus (BEST, TMT, KDMT, NMMT, MBMT and MSRTC); and
(c) Road (MMRDA, MCGM, MSRDC, Municipalities, Traffic Police and our own road inventory surveys).

8.
These networks along with their coding formed the basis and inputs for the model
development. Correct representation through a set of defined unique nodes and links as inputs to
model is essential for reliable estimation of flows.1
9.
A network length of around 2,300 km is identified for the study. Apart from the highway
network, the transit (rail) network is also identified for the study purpose.2
10.
Network coding is being accorded prime importance in the modelling. Nodes identified were
assigned with suitable numbers such that their location in the MMR can be identified even at a later
date. Table 5-1 below elaborates range of numbers attached by area for nodes coding:
Table 5-1: Range of Node Numbering for Highway Nodes
Area
Greater Mumbai (Highway Nodes)
Greater Mumbai (Freeway Nodes)
Mira Bhayandar
Vasai
Navghar Manikpur
Nallasopara
Virar
Thane
Navi Mumbai
Rest of CIDCO
Panvel
Uran
Kalyan
Ulhasnagar
Ambernath
Badlapur
Bhiwandi
Alibag
Pen

High way Node Numbering

Reserved series
Total available nodes
10000 - 19999
10000
13000-13999
999
20000 - 24999
5000
25000 - 25999
1000
26000 - 26999
1000
27000 - 27999
1000
28000 - 29999
2000
30000 - 39999
10000
40000 - 46999
7000
47000 - 47999
1000
48000 - 48999
1000
49000 - 49999
1000
50000 - 53999
4000
54000 - 54999
1000
55000 - 55999
1000
56000 - 56999
1000
57000 - 59999
3000
60000 - 60999
1000
61000 - 61999
1000

Keeping its importance in view these networks have been thoroughly checked, to ensure that they satisfactorily represent the
networks in place at the time of data collection and also the travel behaviour of the users.
2

The surveyed network is referred in terms of links. These links are constituted by a pair of nodes. In case of rail network, station
becomes the node. The segment between two stations constitutes a link. However, several ornamental nodes were introduced
between two stations to retain the approximate alignment of the network. In case of highway network, intersections (both major and
minor) and bus stops form the regular nodes. However, to replicate the ground reality, several ornamental nodes were introduced.
Every care is taken to identify all such nodes during the survey stage.
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-3

TRANSFORM
High way Node Numbering
Reserved series
Total available nodes
62000 - 62999
1000
63000 - 63999
1000
64000 - 64999
1000
65000 - 68999
4000
67000-67999
999

Area
Khopoli
Karjat
Matheran
Rural MMR (Highway Nodes)
Rural MMR (Free way nodes)

11.
The highway nodes in Greater Mumbai are reserved with series of numbers starting from
10001 to 19999. Similarly, other nodes in different jurisdictions are assigned with different sets of
series. These reserved series of numbers include buffer for incorporating additional nodes for any
modifications in the exiting network and/or for introduction of new nodes of the proposed network.
Also, care is taken to distinguish between existing and the proposed nodes.
12.
Apart form the above set of highway nodes, separate numbering scheme is given to the
freeways within these highways. Any node number falling between 13000 and 14000 are the nodes
of the proposed freeways in Greater Mumbai. Similarly, nodes falling in the rest of MMR are given
numbers in the series between 67000 and 68000.
13.
Similarly, distinction is also made to identify the bus nodes on the identified network and the
regular rail nodes (Table 5-2).
Table 5-2: Node Numbering Scheme for Bus and Rail Nodes
Area

Transit Node Numbering

Reserved series
Total available nodes

BUS
BUS - Island City, Greater Mumbai
BUS - Suburbs of Greater Mumbai
BUS - Thane
BUS - Kalyan
BUS - Navi Mumbai
SUB URBAN TRAIN
Railways Station
Railways other nodes
METRO
Metro Nodes

90000 - 90999
91000 - 94999
95000 - 95999
96000 - 96999
97000 - 97999

1000
4000
5000
5000
5000

70000-70199
70200-74999

200
4800

75000-79000

5000

14.
In summary it can be noted that distinct series are given to highway network, bus transit
network, sub urban train network and the proposed metro network (Table 5-3).
Table 5-3: Reserved Node numbers for Different Set of Modes
Nature of Nodes
Highway Nodes
Sub Urban Rail Nodes
Metro Nodes
Bus Transit Nodes

Reserved Series
10001-69999
70000-70199
75000-79000
90000-99999

15.
Using above discussed network coding system base year transport network has been
prepared in the GIS platform and ported to EMME software. The details of the same are presented in
Annexure 5-1.
5.1.4. STRATIFICATION OF INTERNAL TRAVEL DEMAND
16.
On the basis of the analysis of HIS data, matrices have been developed for six (6) purposes,
three (3) time periods 3 and six (6) modes. The details of same are presented in the following
sections.
3

Travel by Train is predominant mode in MMR. Hourly variations clearly reveal two peak flow periods, one in the morning and the
other in the evening with morning peak period: 6:00 to 11:00 AM and evening peak period: 5:00 to 11:00 PM. Examining the share
of travel during the two peak hours with respect to whole day travel, the morning peak hour travel is substantial compared to evening
peak travel. This indicates that for the purpose of transport facilities and system design morning peak flows are critical.

5-4

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
Trip Purposes:
17.
In the beginning of the study, it was proposed to stratify the trips for modeling into standard
Home Based Work, Home Based Education, Home Based Others, and Non Home Based
purposes. Later, however, the home interview survey results indicated the following six purposes to
be considered for appreciation of travel patterns and model development thereon.
Home Based Work Office
Home Based Work Industry
Home Based Work Other Trip
Home Based Education
Home Based Other
Non Home Based Trips

HBoffW (Home to office and office to home)

HBindW (Home to Industry and industry to home)
HBothW (Home to Other employment centers & back)
HBE (Home to School or college and back to home)
HBO (Home to shop, social recreational etc & back home)
NHB (Other than home at either ends)

18.
Home interview survey results for the stratified six trip purpose type are exhibited in Figure
5-2 to Figure 5-5. For Home Based Office trips, motorized modes are observed to be predominant
and trip lengths are longer as compared to other types of work based trips, especially for Industry or
Other work where walking is observed to be substantial.
Motorized 48.1%

Pedestrian/Walk 51.9%

Office

Industry

Other

80,000

1,60 0,000

70,000

1,40 0,000

60,000

1,20 0,000

Pedestrian

1,00 0,000

50,000
40,000

Motorized

800 ,000

30,000

600 ,000

Person Tri ps by 2 km Segments

20,000

400 ,000

4 8.5 %

10,000

98

92

86

80

74

68

62

56

Travel Distance Km.

Figure 5-2: 2005 AM Peak Period Travel by Mode

Office

50

Non HB

44

HB Other

38

Education

32

Other
Work

26

Industry
Work

Office
Work

20

3 0.6 %

200 ,000

14

All Trips
1,80 0,000

Industry

Figure 5-3: Train Work Trips Am Peak Period

Other

Office

70,000

160,000

60,000

140,000

50,000

120,000

40,000

100,000

Industry

Other

80,000

30,000

Pers on Trips by 2 km Segments

20,000

60,000

Person Trips by 2 km Segments

40,000

10,000

20,000

Travel Distance Km.

Figure 5-4: Bus Work Trips Am Peak Period

70

66

62

58

54

50

46

42

38

34

30

26

22

18

14

10

98

92

80
86

74

68

56
62

50

44

32
38

26

14
20

Travel Distance Km.

Figure 5-5: Car + 2W Work Trips Am Peak Period

Time Periods:
19.
Travel by Train is predominant mode in MMR. The hourly variation of train passengers as
obtained from rail passenger surveys is presented in Figure 5-6. This clearly presents two peak flow
periods, one in the morning and the other in the evening, although the travel during base period is
reasonably well spread. Further from analysing the HIS data (where the journey start and return
home times are recorded), it is observed that, the time of the day journeys has two peaks, morning
peak period: 6:00 to 11:00 AM and evening peak period: 5:00 to 11:00 PM as shown in Figure 5-7.
Examining the share of travel during the two peak hours with respect to whole day travel, the
morning peak hour travel is substantial compared to evening peak travel. This indicates that from the
perspective of transport facilities and system design, the morning peak flows are critical. Hence the
morning peak period is modelled. The other time periods considered are evening and rest of the day.

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-5

TRANSFORM
10.00%

30%

9.4%
8.4%
7.5%

8.00%
Hourly Passenger Flow

7.7%

25%
7.0%

6.00%
4.7%

4.5%

Return from W ork

20%

5.1%
4.3% 4.2%

Home to W ork

6.3%

6.3%

4.8%

4.4% 4.5%

3.8%

4.00%

15%

2.8%
2.0%
2.00%

10%

1.2%

0.9%
0.1% 0.0% 0.0% 0.2%
0.00%

2300 to 0:00

22:00 to 23:00

21:00 to 22:00

20:00 to 21:00

19:00 to 20:00

18:00 to 19:00

17:00 to 18:00

16:00 to 17:00

15:00 to 16:00

14:00 to 15:00

13:00 to 14:00

12:00 to 13:00

11:00 to 12:00

10:00 to 11:00

8:00 to 9:00

9:00 to 10:00

7:00 to 8:00

6:00 to 7:00

5:00 to 6:00

4:00 to 5:00

3:00 to 4:00

2:00 to 3:00

1:00 to 2:00

0:00 to 1:00

5%

TIME

Figure 5-6: Hourly Variation of Train Passenger Flows

on Rail Network from Rail Passenger Surveys

0%
1

9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Figure 5-7: Time of the Day of Journeys to Work (and

back) from HIS Analysis

Primary / Access Transport Modes:

20.
From HIS and other surveys it is observed that several types of transport modes are used for
trip making - like, using their own modes (car, two wheeler) or public transport modes (train and bus)
or IPT systems (Auto and Taxi) either directly or in combination. Table 5-4 presents various
combinations of modes recorded. Since it is difficult model all these modal combinations, it is
considered appropriate to group them into two major sets, such as primary modes and access
modes. By adopting logic given under, primary or access modes are being defined for the mode
split analysis.
If train is chosen for any part of the single journey, the Train is treated as the PRIMARY mode of travel, and the
associated bus, IPT and own vehicle modes as Access modes;
(b) If bus is chosen for any part of the journey (and train is not chosen) then Bus is treated as the PRIMARY modes,
and IPT and own vehicle modes as Access modes;
(c) If neither bus nor train are chosen for the journey and auto rickshaw / taxi is chosen then IPT is the PRIMARY
mode; and
(d) If only own vehicle modes are used for the journey then Own vehicle is the Primary mode.
(a)

Table 5-4: Primary and Access Mode

Primary mode
Rail
Rail
Rail
Rail
Rail
Rail
Bus
Bus
Bus
Car All the Way
Two Wheeler All the Way
Walk All the Way
IPT (Taxis, or Auto rickshaws) All the way

In combination with Access modes

NMT (Walk and/or Cycle)
IPT
Bus
IPT + Bus
Private vehicle (as driver)
Private vehicle (as passenger) drop off
NMT (Walk)
IPT
Private vehicle (as passenger) drop off
--

21.
This enabled to treat the primary mode as the choice mode and treat other modes as
Access modes4.
22.
Table 5-5 presents analysis for various trip purposes having different types of vehicle
ownership. Figure 5-8 presents the purpose wise share of motorised and non motorised (walk)
travel in the MMR. Walk, as described earlier is dominant mode in all the purposes except Home
4

Enough flexibility is being kept to further spilt if felt necessary the access modes, based on the individual access modes
characteristics. Further it is to be noted that while conducting HIS, the types of mode used to make the trips for various purposes
were recorded. It was also specified that if one walks all the way to destination, without any vehicular mode, it is recorded as walk
as primary mode of travel. There was no limit prescribed on the time spent in walking (as is normal practice to avoid walk trips
performing less than 10 or 5 minutes). As a result, all the trips were recorded irrespective of time spent.

5-6

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
Based Office purpose. Overall, walk as mode is predominant with 51.8% modal share. It must be
noted here that irrespective of vehicle ownership or income or occupation all persons make trips by
walk for various purposes. Detailed analysis on travel characteristics of walk mode, socio-economic
characteristics of trip makers by walk, etc. is given in Annexure 4-4.

2005 AM Peak Period Travel by Mode

All Trips

Motorized 48.2%

Pedestrian 51.8%

1,800,000
1,600,000

Motorized

Pedestrian

1,400,000
1,200,000
1,000,000
800,000
600,000
400,000
200,000
0
Office
Work

Industry
Work

Other
Work

Education HB Other

Non HB

Figure 5-8: Number of Trips Made by Motorized and Non-motorized Modes

Table 5-5: Percentage of Trips by Walk Mode made by Vehicle Owning Groups
Vehicle ownership
No vehicle persons
2Wheeler persons
Car owning persons

Work %
43
23
14

Education %
83
63
51

Non Home Based %

58
31
22

Walk as main mode: To include or to exclude from modelling

23.
Trip
length
frequency
distribution: The trip
length
frequency
distribution
with
respect to distance
travelled and time
spent in walking is
therefore
analysed
and the results are
presented in Figure
5-9.
This figure
illustrates the fact that
average trip length of
walk is around 1 km.
This
average
trip Figure 5-9: Trip Length (in km) - Frequency Distribution
length is inclusive of by Walk alone Mode
intra zonal trips. In
other words, majority of walk trips are limited to short distances. The small arrow on the X-axis
shows the average position.
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-7

TRANSFORM
24.
As a result of this phenomenon, although the number appears to be large, when converted
into trip kilometres and compared with other modes, the walk trips become insignificant as regards to
long distance commutation for various trip purposes by motorised modes. Figure 5-10 presents this
picture. The Figure 5-11 presents location of walk trip concentration, mostly among industrial and
educational localities.
25.
Intra and Inter-zonal trips: The percent of Main mode walk trips for various purposes in
respect of Inter and Intra zonal trips at 171 and 1030 TAZ levels is presented in Table 5-6. Majority of
main mode trips by walk alone are mostly within traffic analysis zones, indicating that the
requirements are localized.
26.
The analysis as discussed above highlights the importance of short distance travel by walk
and needs to be encouraged. Creating safe environment for persons to walk without interfering with
motorized transport, at all hierarchical levels of transport system design needs to be appropriately
incorporated, in terms of adequate widths of footpaths and safer pedestrian crossings.
2005 AM Peak Period Person Trip Km by Purpose
Motorized/Non-Motorized
35,000,000

33,096,493

30,000,000
Motorize

Person Trip kms

25,000,000

Non-Motorized

20,000,000

Motorized

15,919,401

15,000,000

12,706,263

10,000,000

7,033,921

5,000,000

3,116,735
722,407

1,059,837

1,902,947

2,972,726
1,516,929
17,667141,134

Office

Industry

Other
Emp.

Education

HB Other

Non HB

Trip Purpose

Figure 5-10: Trip kilometres Performed by Motorized

and Non Motorized Trips

Figure 5-11: Concentration of Walk Trips in few

Localities

Table 5-6: Percent Inter and Intra Zonal Walk Trips by Zone Size
1030 TAZ Level: Average Radius 0.63 km
Purpose
Intra %
HBW Office
42
HBW Factory
45
HBW Other work
55
HB Education
51
HB Other
67
NHB
60
Total
54%

27.

Inter %
58
55
45
49
33
40
46%

171 TAZ Level: Average Radius 1.54 km

Purpose
Intra %
HBW Office
66
HBW Factory
67
HBW Other work
74
HB Education
74
HB Other
83
NHB
75
Total
75%

Inter %
34
33
26
26
17
25
25%

Models are calibrated without walk as well as with walk mode to observe the effect.

5.1.5. SOFTWARE USED FOR TRAVEL DEMAND MODELLING AND A NALYSIS: EMME
28.
Computer based travel demand forecasting models are indispensable to automate the travel
demand forecasting process in urban transportation planning. These models have become an
integral part of any contemporary urban transportation study anywhere in the world and provide
transportation planners with powerful and flexible tools in modelling a transport systems/networks for
evolving optimal solutions through a rigorous planning exercise or traffic impact studies.
29.
In contrast to the past when each transportation planning exercise used to have its own
exclusive computer program coded explicitly for the geographical area in question, there exists a
very wide choice of off-the-shelf application software. Some of them user-friendly and some others
are, to some extent, user friendly but also contain detail and rigour. While each of existing models
have reported successful applications, there has been no research that systemically compared
5-8

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
strengths and limitations of various travel demand forecasting models. Major models are:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
(n)

SATURN / SATCHMO;
TRIPS/ CUBE Voyager;
MENUTP;
TRANPLAN;
EMME;
QRS/II (Quick Response System II);
TransCAD;
Transims, Los Alamos National Laboratory, USA;
Vista;
FSUTMS;
System II;
Maptitude;
TP+/ VIPER; and
TMODEL 2/3.

30.
It is commonly recognized that none of the existing travel demand forecasting software is
perfectly suited for all application network scenarios and traffic conditions. A particular model, which
is strong in one application scenario, may be weak in a different application scenario. After
evaluating the strength/ features of the above software, it was decided, in consultation with
MMRDA/TAC, to choose EMME software as most suitable to describe the MMR travel
characteristics. EMME, which stands for Equilibre Multimodal Multimodal Equilibrium, was first
developed in the late 1970s at the Centre for Research on Transportation (CRT) of the University of
Montreal. Major features of EMME software are presented in following paragraphs.
31.
Multi-Modal Equilibrium Analysis: The major advantage of EMME is its incorporation of
multimodal equilibrium. In all applications, both private and public transport related characteristics
can be modelled simultaneously, which closely approximates real-world conditions (i.e. private and
public modes competing in an urban environment). This not only offers the ability to assess the
impact of public transport services on road networks, but also aids in the identification of more
efficient routes for public transport services. EMME provides a platform in which users can input
most of their own model parameters and calculation procedures. While this is not suitable for
performing a less comprehensive modelling task for a small community network, it becomes a very
important flexibility parameter for more comprehensive network such as that of MMR. EMME proves
to be a very comprehensive model and is very useful when several modes are being analysed
concurrently. It is a multimode travel demand forecasting model designed for interactive use. It is
more comprehensive than other interactive graphic models that have been developed to date.5
32.
Flexibility in Travel Demand Modelling: EMME provides a framework for implementing a
wide variety of travel demand forecasting methodologies from simple private/public network
assignments, the classical four-stage model to the implementations of multimodal equilibration
procedures that integrate demand functions into the assignment procedures (i.e., multimodal traffic
assignment under constant or variable demand conditions). The main output of EMME is the overall
network equilibrium assignment and the presentation of comprehensive results (most in a graphical
and interactive way). This output can be used in traffic simulation models for the establishment of
signal setting and evaluation of network performance. Applications of outputs include performance
estimates of Bus lanes and truck traffic, location analysis of existing and future public transport and
roadway facilities, and computation of least-cost paths according to any desired cost function.

Lei Yu, Peng Yue & Hualiang Teng,, A Comparative Study of EMME/2 and QRS-II for Modeling a Small Community, 82nd Annual
Meeting of the Transportation Research Board, Washington, DC, U.S.A, January 2003

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-9

TRANSFORM
33.
Sub-area Focusing: EMME provides several tools to achieve sub area focusing6 by
extracting sub networks and the associated O-D matrices. Link attributes, which have been
judiciously coded to identify the desired sub networks, can be used to export any of the sub networks
in the form of an ASCII file which is in the proper format to be read into another EMME data bank. If
the link attributes do not contain this information, the desired sub network can be identified by using
an EMME module which performs node and link scatter grams. The desired sub network to be
identified by changing node and/or link attributes 7 and then exporting identified sub network as
above. A feature of the equilibrium assignment of EMME called traversal to be used to obtain, for the
identified sub network, an O-D matrix which is entirely consistent with the regional O-D matrix and its
assignment on the regional network. The traversal matrix obtained from this analysis serves as input
to traffic micro-simulation models. A similar approach also to be applied for focusing on a transit
network.
34.
Portability with GIS Software: Utilities are available which enable interfaces with standard
GIS software such as ArcView shape file and ArcInfo coverage containing POLYGONS or
POLYLINES. It is also worth noting that several EMME users have developed their own interfaces
between EMME and the GIS (MapInfo, ArcInfo, etc.) they use.
35.

Special Features: The following are the special features of the EMME software/model:
Can perform road-based and public-transport assignments either separately or simultaneously, which is a
powerful feature of the model;
Provides a better output format for turning volumes at intersections because not only it provides a graphical
output of turning movements but also its turning volume outputs are in a format that can be easily post-processed
in a spreadsheet such as MS EXCEL;
The feature of macro language provides a high flexibility for the model to automate any pre-designed calculation
procedures and network scenarios;
This along with VISEM can also handle trip chaining8. In EMME this is done via a macro which use a logit model
to determine destinations and mode choice for tours of up to 3 legs;
Has the greatest flexibility in data handling and model form and thus would be easier to interface with than the
other models; and
It is able to accommodate any kind of form along with hierarchical logit as the most common one.

36.
Worldwide Usage: EMME is currently used in 60 countries by over 700 organizations.
EMME users include cities, metropolitan areas, various levels of public administration, publictransport agencies, consulting firms and universities.
5.1.6. TRAVEL D EMAND ESTIMATES
37.
Demand assessed from HIS and from ground counts did not readily lend themselves to
straight forward comparisons. HIS demand is reported as a sampled number of trips (1.5% in the
study) made by various modes for various purposes during various times of the days. On the other
hand, ground counts are done in terms of vehicles (converted in PCUs). Public transport ground
counts are done by special purpose Rail Passenger Surveys (On-board Boarding and Alighting
Survey and Alighting Distribution Survey).9 Average occupancy of each vehicle type observed in the
6

MMR is not a very uniform urban area. Neither population density nor land use shows any gradual changes over the vast 4,355
sq.km. For this reason, it is natural to treat the area at two level, the second being the level of sub-areas. These sub areas will
include divisions of Greater Mumbai such as Island City, suburbs and other sub-regions of MMR such as Western Sub-region,
North-Eastern Sub-region and Navi Mumbai. These sub areas will require individual attention and a capability in the modelling
software to treat them separately as well as part of the MMR continuum.
7

Cookie cutter method

Trip Chaining involves more than two trips combined by a common middle destination which doubles up as origin for the next trip.
A trip to market while coming back from work is an example of such phenomenon. This trend is bound to become more common in
a magalopolic like MMR where middle and lower income people try to minimise their transport cost.
8

The HIS data provides generally a reliable estimate of trips made from home to work or school which are regular in nature. Trips
made from other than regular trips are usually understated or may not be reported. Similarly, trips belonging to floating population,
those living in non residential type accommodation or those living in temporary dwellings are not covered in HIS. Thus, trips
estimated from HIS will be on the lower side than observed on the network. To find out the actual difference, screen line checks are
normally performed. This gap is to be suitably filled from other surveys such as cordon surveys, and road side interviews by

5-10

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
study area is required to be converted to the Origin-Destination flows of HIS into vehicular flows.
Table 5-7 depicts the occupancy and PCU factors used to convert person-trips of HIS OD matrices
into PCU matrices.
Table 5-7: PCU Factors and Occupancy
Mode
Car
Two Wheeler
Rickshaw
Taxi
Bus
Rail (train)
LCV
Truck

PCU (passenger car unit)

1
0.5
0.8
1.0
3.0
2.0
3.0

Occupancy
1.25
1.0
1.2
1.3

38.
Matrices developed are assigned on the base network using capacity constraint user
equilibrium assignment. Flows assigned on links were compared with corresponding ground-counts
were available. The demand adjustment process of HIS matrices and validation of demand matrices
is presented in Annexure 5-2. Comparison of the Two wheeler, car and Auto traffic flows at various
screen lines for AM Peak Period, PM Peak period and Daily are presented in Table 5-8, Table 5-9
and Table 5-10 and respectively.
Table 5-8: Screen Line Flows vs Home Interview Survey Captured Flows (AM Peak Period)
Cordon Line/ Sub Region Cordon Lines
IC1 (Island City)
IC2 (Island City)
IC3 (Mahim Screen Line)
IC4 (Suburbs)
SRC 1-2: MCGM-Thane
SRC 1-3: MCGM-CIDCO/Navi Mumbai
SRC 1-5: MCGM-Vasai Virar
SRC 2-3: Thane-CIDCO
SRC 2-4: Thane-KCNA
SRC 2-5: Thane-Vasai Virar
SRC 3-4: CIDCO-Kalyan Bhiwandi
SRC 5-7: Vasai Virar-Rural MMR

2 Wheeler (% )
95
97
70
158
98
103
94
105
57
72
83
112

Car (% )
64
63
31
50
56
36
32
38
13
19
28
35

Auto (% )
NA
NA
NA
17
64
108
36
19
59
NA
104
54

Table 5-9: Screen Line Flows vs Home Interview Survey captured Flows (PM Peak Period)
Cordon Line/ Sub Region Cordon Lines
IC1 (Island City)
IC2 (Island City)
IC3 (Mahim Screen Line)
IC4 (Suburbs)
SRC 1-2: MCGM-Thane
SRC 1-3: MCGM-CIDCO/Navi Mumbai
SRC 1-5: MCGM-Vasai Virar
SRC 2-3: Thane-CIDCO
SRC 2-4: Thane-KCNA
SRC 2-5: Thane-Vasai Virar
SRC 3-4: CIDCO-Kalyan Bhiwandi
SRC 5-7: Vasai Virar-Rural MMR

2 Wheeler (% )
69
60
49
118
44
69
58
65
36
17
26
76

Car (% )
53
46
25
40
29
20
13
23
7
29
8
24

Auto (% )
NA
NA
2
17
35
50
13
9
17
6
7
14

Table 5-10: Screen Line Flows vs Home Interview Survey captured Flows (24 Hours)
Cordon Line/ Sub Region Cordon Lines
IC1 (Island City)
IC2 (Island City)
IC3 (Mahim Screen Line)
IC4 (Suburbs)
SRC 1-2: MCGM-Thane
SRC 1-3: MCGM-CIDCO/Navi Mumbai

2 Wheeler (% )
78
82
52
112
56
67

Car (% )
47
48
23
41
32
20

Auto (% )
NA
NA
3
19
67
64

isolating non-home-based trips. Still, there will be unaccounted trips mostly due to floating population, linked trips, and so on. The
MMR has been divided into seven sub-regions. Thus, each boundary of inter-sub-region acts as a screen line. Further, four screen
lines divide Greater Mumbai into four parts.
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-11

TRANSFORM
Cordon Line/ Sub Region Cordon Lines
SRC 1-5: MCGM-Vasai Virar
SRC 2-3: Thane-CIDCO
SRC 3-4: CIDCO-Kalyan Bhiwandi
SRC 5-7: Vasai Virar-Rural MMR

2 Wheeler (% )
55
61
59
77

Car (% )
22
22
18
14

Auto (% )
20
8
38
41

39.
Comparison of the suburban passenger flows at various screen lines for AM Peak Period,
PM Peak period and Daily are presented in Table 5-11, Table 5-12 and Table 5-13 respectively.
Table 5-11: Screen Line Flows vs Home Interview Survey Captured Flows (Suburban Train AM Peak Period)
Cordon Line/ Sub Region Cordon Lines
IC1 (Island City)
IC2 (Island City)
IC3 (Mahim Screen Line)
IC4 (Suburbs)
SRC 1-2: MCGM-Thane
SRC 1-3: MCGM-CIDCO/Navi Mumbai
SRC 1-5: MCGM-Vasai Virar
SRC4-7: Kalyan Bhiwandi-Rural MMR
Grand Total

Screen Line
3 93 968
7 66 927
13 83 007
9 91 761
3 67 333
1 65 661
2 34 247
61 604
43 76 547

HIS
2,9 452
6 61 379
9 53 293
8 76 053
3 06 462
1 31 234
2 10 862
4 158
33 18 936

% Captured
66
86
69
88
83
79
90
66
76

Table 5-12: Screen Line Flows vs Home Interview Survey Captured Flows (Suburban Train PM Peak Period)
Cordon Line/ Sub Region Cordon Lines
IC1 (Island City)
IC2 (Island City)
IC3 (Mahim Screen Line)
IC4 (Suburbs)
SRC 1-2: MCGM-Thane
SRC 1-3: MCGM-CIDCO/Navi Mumbai
SRC 1-5: MCGM-Vasai Virar
SRC4-7: Kalyan Bhiwandi-Rural MMR

Screen Line
5 52 471
8 97 349
14 85 510
11 09 927
4 56 710
1 42 290
2 25 078
61 729

HIS
2 65 626
6 19 758
8 76 704
7 92 990
2 79 741
1 19 873
1 97 536
36 795

% Captured
51
69
59
71
61
84
88
40

Table 5-13: Screen Line Flows vs Home Interview Survey Captured Flows (Suburban Train 24 Hour)
Cordon Line/ Sub Region Cordon Lines
IC1 (Island City)
IC2 (Island City)
IC3 (Mahim Screen Line)
IC4 (Suburbs)
SRC 1-2: MCGM-Thane
SRC 1-3: MCGM-CIDCO/Navi Mumbai
SRC 1-5: MCGM-Vasai Virar
SRC4-7: Kalyan Bhiwandi-Rural MMR

Screen Line
13 97 655
24 25 447
40 97 864
30 50 607
11 58 292
4 59 865
7 58 726
2 08 066

HIS
8 3 858
18 01 001
25 84 498
24 19 394
8 80 749
3 65 734
5 58 052
1 57 493

% Captured
60
74
63
79
76
80
74
76

40.
Comparisons made above at screen lines reveal discrepancies in the form of under and/or
over-reporting. Some of the reasons for these differences of over reporting could be:
(a) Mode occupancy factors are taken as average for the entire period. Where as they vary form time to time;
(b) The peak periods are spread over 5 hours, while, when compared with screen lines during the same period, they
may not coincide with the reported times in HIS being spread over several weeks; and
(c) There are many non Home Based Trips. Also, trips that are oriented to terminals are not properly accounted on
screen lines.

41.
Further, the following are the additional reasons for under estimation of trips from HIS
surveys.
(a) Trips other than regular trips are usually understated or may not be reported;
(b) Trips belonging to floating population, those living in non residential type accommodation or those living in
temporary dwellings are not covered in Home Interview Surveys;
(c) Respondents fail to remember a particular trip;
(d) Respondent decides on his own that trip is insignificant and does not report;
(e) Respondent deliberately decides not to report certain trips (considered as an attack on privacy);
(f) Interviewer fails to consistently remind the interviewee about all types of trips;
(g) Level of under-reporting is not uniform across various modes and purposes. It occurs to a large degree to
discretionary and recreational travel especially by non-motorised modes and least to commuter and educational
travel, which shows more of habitual patterns repeated everyday. The under-reporting is further heightened when

5-12

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
the reporting is done by a member of a household for other members of household. In the Indian cultural
context, it is not unusual for a head of the household to report for every other member of the household. Trips by
children and women are almost always reported by an adult male present in the household; and
(h) The under-reporting is further heightened when the reporting is done by a member of a household for other
members of household.

42.
By accounting all these variations, it may be possible to reduce the gap between Screen line
flows and HIS assigned flows. Keeping in view various assumptions involved in the entire process, it
is thought practical to resort to adjusting the matrices to match with the actual observations. This is
common practice and many algorithms are proposed to do this job. In this project the Adjustment is
done through built in macro demadj.mac in EMME software, which has been described in
Appendix 5-3.
43.
After running the demand macro, updated HIS travel demand matrices have been obtained.
A comparison of the observed and assigned flows (using the updated HIS travel matrices) for across
the Inner Cordon lines and Screen Lines by Private vehicles/ IPT modes/ goods vehicles are
presented in Table 5-14. The percentage (%) difference across the ICs and SLs range from -1.8%
to 14% which is within acceptable range (generally accepted - within 20%) indicating the ability of the
model to represent the observed travel pattern of private vehicles, IPT modes and freight vehicles.
Table 5-14: Comparison of Observed and Assigned Flows Car, Two Wheeler, Auto, Taxi, LCVs and Trucks
Sl. No.
1
2
3
4
5
6
7

Inner Cordon/ Screen Line

IC 1 (Island City)
IC 2 (Island City)
IC 3 (Mahim Screen Line)
IC 4 (Suburbs)
Screen Line A
Screen Line B
Screen Line C

Observed Flows
(PCUs)
64532
57032
129111
65220
65229
41368
29093

Assigned Flows
(PCUs)
56382
52252
111026
62837
66376
39196
27445

% Difference
12.6%
8.4%
14.0%
3.7%
-1.8%
5.3%
5.7%

44.
Comparison of the observed and assigned Train flows across the Inner Cordon Lines and
Screen Lines is presented in Table 5-15. The percentage difference across the ICs range from 0.36% to 4.01% is almost insignificant and the percentage difference across the SRC 1-2, SRC 1-3
and SRC 1-5 i.e. interaction between Greater Mumbai sub region with rest of the MMR range from
0.06% to 10.61%, which is within acceptable range indicating the ability of the model to represent the
observed travel pattern of train commuters within Greater Mumbai and interaction between Greater
Mumbai and rest of MMR. The percentage difference across the SRC 2-3 and SRC 4-7 is -22.61%
and 49.14% respectively. This is high. Having explored the reasons, the model is fine tuned.
Table 5-15: Comparison of Observed and Assigned Flows: Train
Sl. No.
1
2
3
4
5
6
7
8
9

Inner Cordon/ Screen Line

IC 1 (Island City)
IC 2 (Island City)
IC 3 (Mahim Screen Line)
IC 4 (Suburbs)
SRC1-2: MCGM Thane
SRC1-3: MCGM-CIDCO/ Navi Mumbai
SRC1-5: MCGM-Vasai Virar
SRC 2-3: Thane-CIDCO/ Navi Mumbai
SRC4-7: Kalyan Bhiwandi Rural MMR

Observed Flows
(PCUs)
393968
766927
1270867
991761
80269
165661
234247
299103
61604

Assigned Flows
(PCUs)
378168
778550
1266167
995334
71752
165126
234107
366735
31333

% Difference
4.01%
-1.52%
0.37%
-0.36%
10.61%
0.32%
0.06%
-22.61%
49.14%

45.
Comparison of the observed and assigned Bus flows across the Inner Cordon Lines and
Screen Lines is presented in Table 5-16. The percentage difference across the ICs and SLs range
from -19.1% to 4.3% which is within acceptable range indicating the ability of the model to represent
the observed travel pattern of buses.

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-13

TRANSFORM
Table 5-16: Comparison of Observed and Assigned Flows: Bus
Sl. No.
1
2
3
4
5
6
7

Inner Cordon/ Screen Line

IC 1 (Island City)
IC 2 (Island City)
IC 3 (Mahim Screen Line)
IC 4 (Suburbs)
Screen Line A
Screen Line B
Screen Line C

Observed Flows
(PCUs)
28032
66493
131468
14987
78888
18791
8061

Assigned Flows
(PCUs)
31842
79208
144038
16379
90006
18310
7716

% Difference
-13.6%
-19.1%
-9.6%
-9.3%
-14.1%
2.6%
4.3%

46.
The final updated travel demand matrices of size 1030 x 1030, purpose wise (6 number) and
mode wise (6 number) totalling to 36 matrices have been obtained. These final demand matrices
have been used for developing travel demand models.
5.1.7. BASE YEAR PLANNING P ARAMETERS
47.
Base year planning parameters like population, employment (employed in office, industry,
other type of jobs), resident workers (employed in office, industry, other type of jobs), etc. by
alternative growth scenarios are compiled and the details are presented in Annexure 5-3. Cluster
wise planning parameters for the base year are presented in Table 5-17.
Table 5-17: Cluster wise Population and Employment (in Million) for the Base Year (2005)
Cluster No.
1
2
3
4
5
6
7
8
9
10
11

5.2.

Cluster name
Island City
Western Suburbs
Eastern Suburbs
Thane
CIDCO/ Navi Mumbai
Kalyan
Vasai_Virar
Rural Alibag-Karjat-Khopoli
Pen_SEZ
Bhiwandi
Mira-Bhayander
Total

Tot_Pop_2005
3.391
5.628
3.843
1.519
1.465
2.247
0.713
0.584
0.121
0.679
0.632
20.82

Off_Emp_05
0.985
0.672
0.269
0.094
0.177
0.060
0.040
0.009
0.003
0.018
0.031
2.36

Ind_Emp_05
0.309
0.460
0.249
0.089
0.095
0.112
0.031
0.026
0.002
0.123
0.032
1.53

Tot_Emp_05
2.292
2.213
1.127
0.409
0.559
0.462
0.167
0.102
0.021
0.255
0.149
7.76

MODEL CALIBRATION

48.
Standard four step travel demand modelling process
adopted consists of trip generation models, trip distribution
models, mode split and assignment models. The process is
presented in Figure 5-12. Models are calibrated separately for
AM peak period (6:00 to 11:00 AM) and PM Peak Period (5:00 to
11:00 PM).
49.
The purpose of trip generation analysis is to develop
equations that allow the trip ends of a particular trip type
generated by a traffic analysis zone to be estimated from
knowledge of the land use properties of those zones. Trip
Generation models (Trip end models) provide the number of trip
produced and no. of trips attracted from/ to each of the TAZs
have been developed for 6 trip purposes with and without walk
mode separately. They were calibrated for the whole MMR as
well as each sub-region separately.
50.
The purpose of trip distribution analysis phase is to
develop a procedure that synthesises the trip interchanges
between the traffic analysis zones. They provide the travel
demand in the form Origin destination matrices. Trip distribution
5-14

Oth_Emp_05
0.998
1.081
0.609
0.226
0.287
0.290
0.095
0.067
0.017
0.114
0.085
3.87

Trip Generation Models

6 purposes (without
walk, with walk)
Trip Distribution Models
6 purposes (without
walk, with walk)

Mode Choice Models

6 purposes, 6 modes
(without walk, with
walk), stratified by
vehicle ownership,
location specific

Trip Assignment Models

Multi-modal equilibrium
and capacity
restrained,

Figure 5-12: Four Stage Travel

Demand Modelling Process

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
models have been calibrated for 6 trip purposes with and without walk mode separately.
51.
The purpose of the mode-choice model phase is to develop a procedure that simulates the
manner in which trip maker travelling between an origin and destination pair will choose between the
use of private/ public transport modes/IPT modes for trip. Multinomial Mode Choice models based on
utility concept have been developed separately for 6 purposes. Mode-choice models stratified by
vehicle ownership and location specific (Island City and rest of the MMR). They are capable of
incorporating fare policies, service schedules and accessibility to public transport modes besides
estimating likely patronage on new modes.
52.
The purpose of trip assignment stage is to develop a technique that simulates the way in
which the private, IPT and various types of public transport systems between each origin and
destination pair distribute over the links of their respective networks. To estimate the travel times on
the links, volume-delay function and turn penalty functions have been incorporated. Tolls on the
existing roads/bridges, entry tolls to Greater Mumbai, tolls on the proposed roads/ bridges, etc. have
been considered in the assignment process. Multi-modal capacity restrained equilibrium technique
has been used. The assignment models are capable of incorporating parking charges, congestion
pricing and other traffic management measures.
53.

The calibrated models have been presented in the following sections.

5.2.1. TRIP END MODELS

54.
The trip generation model is the first of the four models of the four step travel demand
modelling process. The purpose of trip generation analysis is to develop equations that allow the trip
ends of a particular trip type generated by a traffic analysis zone to be estimated from knowledge of
the land use properties of those zones. Thus, the trip generation model estimates the number of trips
produced and attracted to each of the TAZ 10. The trips produced are estimated from the household
socio-economic and trip making characteristics. The trip attractions are estimated from type of
employment categorized in each zone. A brief review of trip generation models carried out in the
previous studies is presented in Table 5-18 and more details are presented in Annexure 5-4.
Table 5-18: Summary Approach on TEM Earlier Studies
Parameters
Study Area
Zones
Purpose

Study Sub-Region for

Model development

BOMBAY URBAN TRANSPORT

MASTER PLAN-1961 (WSA)
Mumbai
Internal = 139, External = 6
Home Based Work,
Home Based Business,
Home Based Recreational,
Home Based Social,
Home Based Shop,
Home Based School,
Indirect
NO

PLANNING OF ROAD SYSTEM

FOR BMR-1978 (CRRI)
BMR
Internal = 95, External = 4
Home Based Work,
Home Based Education,
Home Based Other
Non Home Based

MUMBAI METRO STUDY 1996 (IIT, BOMBAY)

Greater Mumbai
Internal = 105, External = 3
NO

NO

Time Period
Mode

Daily
NO

Island city
Sub-urbs
Region (accessible)
Region (Non-accessible)
Daily
Mass Transport

Model Type

Multiple Linear

Multiple Linear

Daily
Public Transport,
Private Vehicle
Taxi
Multiple Linear

10

Trip Generation models (Trip end models) that provide the number of trips produced and no. of trips attracted from/ to each of the
TAZs have been developed for 6 trip purposes with and without walk mode separately. They are calibrated for the whole MMR as
well as each sub-region separately.
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-15

TRANSFORM
Planning Variables:
55.
In order to develop the trip end models following land use and socio-economic variables
quantified for the year 2005 have been used:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
(n)
(o)

Population;
Slum population;
Resident workers (total);
Resident workers office category;
Resident workers industry category;
Resident workers other category;
Resident students;
Average vehicles (private motorised) per household;
Average household income (INR per month);
Per capita income (pci) in INR per month;
Total zonal vehicle (private motorised);
Total zonal income (INR in million);
Employment/job office category;
Employment/job industry category; and
Employment/job other category.

56.
The information on employment sourced from Economic Census 1998 conducted by
Bureau of Economics and Statistics is under nine categories. It is taken as base to estimate
employment for the year 2005. However, this estimate is limited to certain portion of the total
employment. Comparing the employment estimate from work force participation rate as per 2001census and population at the MMR level, the employment reported in economic census is estimated
to be only near to half of the expected total residential workers. It is very hard to have information
regarding whereabouts of remainder half of the employment within MMR from secondary sources.
57.
However, a reasonably close estimate is obtained as regards estimation of formal
employment by TAZ using addresses of the establishments. Alternate estimate of employment being
done on the basis of revealed work place by the residents in household interview survey. The same
survey also provides other important information such as Building type or land use (office, industry or
other) that best describes usual place of employment provides the estimate of employment by
aggregated three categories such as office, industry including warehousing and other by TAZ. The
other category can be characterized by mostly informal sector employment.
58.
Estimate of the population by TAZ for the year 2005 (i.e. base year) is primarily based on the
population-census, 2001 and area specific growth that was experienced since year 2001 after
intensive consultation with local authorities. Other planning variables have been derivatives of the
household interview survey together with census and other data.
TAZ Grouping:
59.
While the first attempt is made to build models at finest zoning level i.e. 1030 traffic zoning
system within the MMR, results were not encouraging. In fact several combinations of variables
together with transformations were tried. No satisfactory model could be achieved. The primary
reason could be attributed to the imprecision in estimating and arriving at planning variables at the
finest level of traffic zoning system from ward level information that is available. Some first hand
results are shown below (Figure 5-13).

5-16

DEVELOPMENT OF TRAVEL DEMAND MODEL

HBW AM All Mode Trips

Thousands

TRANSFORM
20
18
16

y = 0.1297x + 2589.2
2
R = 0.1104

14
12
10
8
6
4
2
0
0

10

12

14

16

18
20
Thousands

Zone Population
Figure 5-13: Trip Production Population Correlation AM Peak

60.
As can be seen, the scatter is high resulting in low correlation, and no statistically sound
relation is possible. Similar was the case for other purposes. It was therefore decided to employ 171
Strategic or Forecast Analysis Zones which are based on established census and other
administrative boundaries to eliminate the guess work involved in breaking the independent variables
into smaller TAZs. The development of trip end models (TEM) is limited to strategic (Level 2) zoning
system shown in Figure 5-14.
61.
Delineation of Sub-regions: As mentioned earlier, it was also intended to separately
develop trip generation/attraction models at sub-regional level to capture any regional differences.
For this purpose, the MMR is stratified into the following six sub-regions keeping in view the
homogeneity in terms of socio-economic characteristics, contiguity etc. ( Figure 5-15).
1.
2.
3.
4.
5.
6.

Greater Mumbai;
Thane;
Navi Mumbai including CIDCO area;
Kalyan/Bhiwandi/Dombivali/Ulhasnagar;
Vasai-Virar/Mira-Bhayandar; and
Pen/Alibag/Khopoli/Karjat and the rest of MMR.

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-17

TRANSFORM

Figure 5-14: Strategic or Forecast Traffic Zone System Adopted for TEM Development

5-18

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
5

5
1

2
1
3

Figure 5-15: Sub-regions of MMR

62.
Summary of the approach taken towards development of the trip end models is presented in
Table 5-19.
Table 5-19: Summary Approach on TEM
Parameters
Study Area
Zones
Purpose

Study Sub-Region for Model development

Time Period
Mode

2005
MMR
Internal = 171
External = 4
Home Based Work-Office,
Home Based Work-Industries,
Home Based Work-Other,
Home Based Education,
Home Based Other,
Non-Home Based
Six
AM Peak Period (6:00 AM-11:00 AM)
PM Peak Period (5:00 PM-11:00 PM)
NO

Trip Production Models:

63.
Trip production models excluding walk trip are presented in Table 5-20. The models are
statistically significant except the Non home based trips. This is because of the fact that, it was not
possible to capture the NHB trips through any of the standard socio-economic variables. Since, the
percentage of NHB trips in total trips is marginal (0.39%) and their estimation may not cause
significant errors in the network flows.
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-19

TRANSFORM
Table 5-20: Trip (Excluding Walk Trips) Production Model for MMR for Various Purposes
Purpose
HBWF-AM
HBWI-AM
HBWO-AM
HBE-AM
HBO-AM
NHB-AM
Legend:
POP
RWF
RWI
RWO
RS
EBZ
HBWF-AM
HBWI-AM
HBWO-AM
HBE-AM
HBO-AM
NHB-AM
R2, t, SEE and F

Model
=0.743 RWF
=0.420 RWI
=0.286 RWO
=0.153 RS
=0.014 PoP
=0.002 EBZ

R2
0.90
0.81
0.85
0.81
0.69
0.19

t
38.10
26.66
30.49
26.85
19.57
6.26

SEE
4815
2857
3907
3312
1574
297.8

F
1452
711
929
721
383
39

: Population
: Resident Worker Office category
: Resident Worker Industry category
: Resident Worker Other category
: Resident Student
: Employment by Zone
: Home based work-office trip generation during AM peak period
: Home based work-industry trip generation during AM peak period
: Home based work-other trip generation during AM peak period
: Home based education trip generation during AM peak period
: Home based other trip generation during AM peak period
: Non-home based all purpose trip generation during AM peak period
: Statistical terms that explain the goodness of fit

Trip Attraction Models:

64.
The models developed at the MMR level for trip attraction are shown in Table 5-21. The
models are statistically significant except the Non home based trips. This is because of the fact that,
it was not possible to capture the NHB trips through any of the standard socio-economic variables.
Since, the percentage of NHB trips in total trips is marginal (0.39%) and their estimation may not
cause significant errors in the network flows.
Table 5-21: Trip (Excluding Walk Trips) Attraction Model for MMR for Various Purposes
Purpose
HBWF-AM
HBWI-AM
HBWO-AM
HBE-AM
HBO-AM
NHB-AM
Legend:
OJ
IJ
OtJ
TJ
Pop
EBZ
HBWF-AM
HBWI-AM
HBWO-AM
HBE-AM
HBO-AM
HBWF-AM

Model
=0.742 OJ
=0.477 IJ
=0.293 OtJ
=0.212 OtJ
=0.006 Pop + 0.019 EBZ
=0.002TJ

R2
0.94
0.90
0.88
0.71
0.72
0.23

t
52.27
39.16
35.67
20.58
5.30, 7.56
7.19

SEE
4999
2363
3526
4429
1371
287.7

F
2838
1535
1272.8
423
215.5
51.7

: Office Jobs/Employment by zone

: Industry Jobs/Employment by zone
: Other Jobs/Employment by zone
: Total Jobs/Employment by zone
: Population by zone
: Employment by Zone
: Home based work-office trip attraction during AM peak period
: Home base work-industry trip attraction during AM peak period
: Home base work-other trip attraction during AM peak period
: Home base education trip attraction during AM peak period
: Home base other trip attraction during AM peak period
: Home base work-office trip attraction during AM peak period

65.
Similarly, trip end models developed for each of the sub-region are also presented in
Annexure 5-5. Trip production and trip attraction models including walk trips developed for MMR are
presented in Annexure 5-6. Trip end models for evening peak period i.e. 17:00 to 23:00 hrs have
been developed in a similar way as described above for the morning peak period and the details are
presented in Annexure 5-7.
5.2.2. DISTRIBUTION MODELS
66.
The purpose of trip distribution analysis is to develop a procedure that synthesises the trip
interactions among the traffic analysis zones. They provide travel demand in the form origin
destination matrices. Various trip distribution models have been developed over the past decades
and review of these studies is presented in Annexure 5-4.
5-20

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
67.
The model proposed for MMR for distributing trips is the gravity model11. Trip distribution
models are developed by each of the following six stratified purposes:
(a)
(b)
(c)
(d)
(e)
(f)

68.

HWF: Home Based Work for Office;

HWI: Home Based Work for Industry;
HWO: Home Based Work for Work place which are neither offices nor industry;
HBE: Home Based Education;
HBO: Home Based Others; and
NHB: Non-Home Based.

The whole process has been repeated with and without walk trips.

Model Form:
69.

The conventional functional form of a trip distribution (gravity) model is:

Tij = ai Pi b j A j f ij

where ,

ai =

1
n

b A
j =1

f ij

bj =

1
n

a P f
i =1

i i

ij

Tij = number of trips from zone i to zone j;

Pi = number of trip productions in zone i;
Aj = number of trip attractions in zone j;
fij = friction factor or deterrence function relating the
spatial separation between zone i and zone j;
a and b=Balancing factors
n=total number of zones

Deterrence Functions:
70.
A particular type of trip distribution model is implemented in EMME by using the twodimensional balancing procedure and by preparing the appropriate inputs by using Matrix
Calculations. The general gravity model refers to multiplicative trip distribution models which use
deterrence functions that have particular functional forms. These functions have been determined to
suit best the pattern of spatial interaction of an urban area. The entropy model, which uses a
negative exponential deterrence function, was studied extensively. The convergence of the balancing
method for this model involves calibration of the parameter done by determining a value of which
results in a predicted O-D matrix yielding the same total travel time, T, as the observed base year
matrix.
71.
In addition to the above, other advanced formulations which use deterrence functions that
have particular functional forms have also been tried. These functions have been determined to suit
best the pattern of spatial interaction of an urban area. The main advantage of these deterrence
functions is that they permit the modelling of short trips in cases where short trips are less frequent
than those that would be predicted by a negative exponential deterrence function. Following eight
different forms were tried. It was quickly revealed that, due the nature of trip distribution in the MMR,
only Gaussian and Tanners Function could provide meaningful results. Further, among various
forms of Tanners, only first, third and fourth alternatives could provide good results. In the following
sections results of calibration with these four forms have been provided.
Power Function
Exponential Function
Gaussian Function
Tanners Function (Standard)
Tanners Function (Alternative 1)

11

Gravity models are the most common form of trip distribution models currently in use. They are based on the assumption that the
trip interchange between zones is directly proportional to the relative attractiveness of each zone, while inversely proportional to
some function of the spatial separation between the zones.
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-21

TRANSFORM
Tanners Function (Alternative 2)
Tanners Function (Alternative 3)
Tanners Function (Alternative 4)

Impedance:
72.
The friction factor (in terms of travel time) in the above equation is the inverse function of the
travel impendence (tij) between zones i and j. In areas with minimal public transport service, travel
impedances are typically based on travel times of road based private modes. For regions with
extensive public transport service like MMR, composite impedance is more appropriate to allow for
the inclusion of multiple modes serving the trips.
73.
Composite impedance is calculated based on weights obtained from mode share.
Consultants have developed a composite impedance function using mode shares for each of the six
purposes as weights. Calculation of this impendence is implemented by a tailor made EMME macro
involving detailed public transport skims such In-Vehicle Travel Time, Transfer Times, Waiting Times
and all other road based private mode times. These skims were prepared using Multi-Class
Equilibrium Assignment. The weights used to calculate the composite impedance based on existing
modal split are presented in Table 5-22.
Table 5-22: Weights for Composite Impedance
Without Walk
Car
2 Wheeler
Rickshaw
Taxi
Bus
Train
Total

HBE
0.023
0.023
0.158
0.007
0.472
0.318
1.000

HBO
0.041
0.100
0.210
0.075
0.245
0.330
1.000

HWF
0.068
0.073
0.034
0.018
0.179
0.628
1.000

HWI
0.035
0.097
0.044
0.001
0.214
0.609
1.000

HWO
0.049
0.117
0.079
0.007
0.197
0.550
1.000

NHB
0.037
0.128
0.126
0.154
0.180
0.375
1.000

Model Evaluation Criteria:

74.
(a)
(b)

(c)

All the models are evaluated using criteria given under:

Average trip length. The average trip length obtained from a model should be as close as that from the travel survey;
Trip Length Frequency Distribution (Graphical Fit). The trip length frequency distribution from a model is compared to that from
the survey. If the two distributions are similar, the coincidence / similarity of two distributions should be close. In general, they
should be very close. An examination of differences between the distributions can indicate at what trip lengths the model is
failing. This might allow the parameters to be adjusted in order to improve the fit on the next iteration. Its important to come up
with a model in which the two distributions look similar. For this the coincidence ratio has been used to assess the graphical fit
and the description of coincidence ratio is presented in the following section; and
Intra-zonal trips. The percentage of intra-zonal trips from a model should be close to that from the survey.

75.
Co-incidence Ratio: The coincidence ratio compares the two trip length distributions by
examining the ratio of the total area of those distributions that coincide (i.e., that are in common;). It
is defined as:
Co-incidence=

min[ fo / Fo, fp / Fp]

k =1

Total=

max[ fo / Fo , fp / Fp ]
k =1

Co-incidence Ratio = Coincidence/ Total

76.
Where fo is observed demand in k bin and Fo is total observed demand. Similarly, fp is
predicted demand in k bin and Fp is total predicted demand. K is total number of bins, impendence
is divided into.
77.
5-22

The steps are as follows:

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
(a) Essentially, the two distributions are broken into K bins (or intervals). That is, the number of trips in each bin is
enumerated;
(b) Each of the two distribution is converted into a proportion by dividing the bin count by the total number of trips in
the distribution. This step is not absolutely essential as the test can be conducted of the raw counts. However,
by converting into proportions, the two distributions are standardized;
(c) A cumulative count is conducted of the minimum proportion in each interval. That is, starting at the lowest
interval, the smaller of the two proportions is taken . At the next interval, the smaller of the two proportions is
added to the count. This is repeated for all K bins. This is called the coincidence and measures the overlapping
proportions over all intervals;
(e) A similar cumulative count is conducted of the maximum proportion in each interval. That is, starting at the lowest
interval, the larger of the two proportions is taken. At the next interval, the larger of the two proportions is added
to the count . This is repeated for all K bins. This is called the total and measures the unique proportion over all
intervals; and
(f) Finally, the coincidence ratio is defined as the ratio of t he minimum count to the total count.

78.
The coincidence ratio is a proportion from 0 to 1. It is an analogous to the R statistic in
regression analysis in that it measures the explained (or overlapping) variance.
Results (Without Walk):
79.
The impedance function parameters without walk are presented in Table 5-23. Graphical
comparison of the observed and modelled TLFDs along with the functional parameters is shown in
Figure 5-16.
Table 5-23: Final Adopted Values of Impedance Function Parameters (Without Walk)

HWF

Coincidence
Ratio
0.90

1/34.90757

HWI

0.89

1/28.318647

HWO

0.90

1/26.863928

HBE

0.79

0.001

1/20.484823

HBO

0.73

0.001

1/3.4244816

NHB

0.76

0.001

1/2.9021146

Purpose

Type of Function

Parameters

80.
Trip distribution models developed by including walk trips are presented in Annexure 5-8.
The results with walk trips were found not satisfactory. While ATL could be matched, overall shape of
the TLFD and intra-trips could not be matched. On the other hand, when walk was excluded the
results are much better as already described in the above sections. Therefore, it was recommended
that walk is modelled separately. Trip distribution models for evening peak period i.e. 17:00 to 23:00
hrs have been developed in a similar way as described above for the morning peak period and the
details are presented in Annexure 5-9 and Annexure 5-10 for including and excluding walk trips
respectively.

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-23

TRANSFORM
HWF: Home Based Work for Office
Tanners Function (Alternative 4) with
Coincidence Ratio = 0.90

HWI: Home Based Work for Industry

= 1/34.90757

Tanners Function (Alternative 4) with

Coincidence Ratio = 0.89

HWO: Home Based Work for Work place which are neither offices nor industry

HBE: Home Based Education

Tanners Function (Alternative 4) with

Coincidence Ratio = 0.90

Tanners Function (Alternative 1) with

Coincidence Ratio = 0.79

= 1/26.863928

HBO: Home Based Others

Tanners Function (Alternative 3) with
0.73

= 1/28.318647

0.001 and

= 1/20.484823

0.001 and

= 1/2.9021146, Coincidence Ratio =

NHB: Non-Home Based

0.001 and

= 1/3.4244816, Coincidence Ratio =

Tanners Function (Alternative 3) with

0.76

Figure 5-16: Purpose wise TLFD Comparison

5-24

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
5.2.3. MODE CHOICE MODELS
81.
The purpose of the mode-choice model phase is to develop a procedure that simulates the
manner in which choice trip maker travelling between an origin and destination pair will choose
between the use of private/ public transport modes/IPT modes for trip. Modelling commuters
behaviour with respect to mode choice is vital for the transportation policy testing, transportation
infrastructure development, operational analysis of public transportation systems, etc. For effective
planning of future public transport networks, which have varied service and operational
characteristics, mode-choice plays an important role in the planning process.
82.
In the past, several transportation planning studies have been carried out separately for
various sub-regions of MMR 12. As mode choice is basically influenced by the service characteristics
of the public transport modes, traffic congestion levels on the road, IPT fares etc. and individual
socio-economic characteristics.
83.
In the context of present study, new sub-urban corridors, new road links, capacity
enhancement to both rail and road network and metro lines have been proposed as part of horizon
year (2031) transport network. For horizon year, socio-economic characteristics of the users have
been established based on broad planning assumptions. Considering these aspects, mode choice
modelling plays crucial role in establishing mode-wise demand matrices for the horizon year. In the
present study, alternative nested logit choice models have been developed and brief analysis of the
same is presented in this Report. For developing mode-choice models, NLOGIT software has been
used.
Review of Earlier Studies: Mode-Choice Modelling

84.
It is pertinent to mention here that there is a conspicuous improvement in development of
travel demand modelling techniques for forecasting of mode-wise travel demand in the horizon years
in various transportation planning studies carried out in the MMR during last 4 decades. Some of the
most relevant studies are as follows.
(a)
(b)
(c)
(d)
(e)
(f)

Bombay Urban Transport Master Plan (WSA), 1961;

Planning of Road System for Bombay Metropolitan Region (CRRI), 1978-83;
Comprehensive Transport Plan for MMR (WS Atkins), 1994;
Mumbai Metro Study (P&B, TCS, CES and IIT, Bombay), 1996;
Feasibility Study for Mumbai Trans Harbour Link (MTHL), 1998; and
MRTS for Thane (P&B, CES), 2001.

85.
Brief description of travel demand modelling carried out with respect to mode-choice in the
above studies is presented in Annexure 5-4.

12

Particular to Greater Mumbai, TMC and NMMC area, MMRDA and MSRDC have carried out several feasibility studies for
planning major corridors (Worli-Bandra Sea Link, Western Freeway Sea Link, Eastern Freeway, Mumbai Trans Harbour Link,
Santacruz Chembur Link Road etc.), capacity enhancement projects (Mumbai Urban Infrastructure Project, Jogeshwari Vikroli Link
Road, etc.), alternative transport systems like Metro Corridors and Water Transport Systems (Master Plan for Mumbai Metro, MRTS
for Thane, Water Transport in West Coast and East Coast of Mumbai, etc.). In all these studies, attempts were made to capture the
mode-choice behaviour of user and accordingly, mode-split models have been used for assessing the mode-wise trip matrices for
the horizon years. There is scope to further develop these models based on the detailed information available from the 2005 home
interview survey data and validation of base year models.

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-25

TRANSFORM
5.2.4. MODE CHOICE MODELLING, PRESENT STUDY: DISCRETE CHOICE MODELS
Concept of Discrete Choice:
86.
The most common starting point for individual choice models is the notion of utility
maximization. Decision makers are assumed to assign at least an ordinal ranking to the trip
alternative available in terms of their relative desirability or utility. Being a rational person, the
decision maker will choose the alternative with the maximum utility-the one that maximizes benefits.
Utility simply represents a convenient generalized function that accounts for the positives and
negatives involved in trip making and that forms the basis for a travellers decision. This utility is
assumed to consist of following two components:
(a) The systematic, observable utility that is identical to the conventional microeconomic utility function; and
(b) A random term that is intended to capture such effects as variations in perceptions and tastes of individual trip
makers, misspecification of the utility function by the analyst and measurement errors on the part of the analyst.

87.
The probability of a trip maker choosing a mode of travel is a function of the utility of that
mode versus the aggregate utility of all available modes. The linear utility function of each mode is
composed of variables describing the characteristics of the alternative (travel time, travel cost,
generalized cost, etc.) and those of decision-maker (whether vehicle is available or not, income level,
etc.). The simplest and most convenient functional form for a discrete choice probability of an
individual t choosing an alternative mode i for a given set of alternatives Ct is the standard
multinomial logit form (MNL).
Pit =

eVit
eVit

j =1,...,t

j Ct

where ,

Vit = b1Z it 1 + b2 Z it 2 + ....bn Z itn

is called utility

= row vector of parameters

Zit = travel attributes, characteristics of the choice maker

88.
The following aspects have been considered while formulating alternative mode choice
model structures for mode choice modelling:
(a) Only primary mode of a trip is
considered in the analysis;
(b) Discrete choice approach has been
considered as this approach is most
common and reliable mode-split
modelling technique;
(c) Separate
models
have
been
calibrated with and without walk
mode;
(d) Separate
models
have
been
calibrated considering Cars and Two
Wheelers as independent modes
and private vehicles category in
other models;
(e) Separate
models
have
been
developed considering Travel time
and cost of travel only in some
models and In-vehicle Travel Time,
Out of Vehicle Travel Time, Travel
Cost in other models;
(f) Vehicle
Availability
has
been
considered as characteristic of the
Figure 5-17 : Methodology for Mode-Choice Model Development
trip maker/ households; and
(g) Mode choice models have been developed for various trip purposes.

89.
General methodology for mode-choice model development based on discrete choice is
presented in Figure 5-17.
90.
5-26

The time and cost skims that are obtained in the base year assignment are used to calibrate
DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
the mode choice model. From the home interview survey data and assignment results, a choice
based sample is produced containing information on the mode chosen, vehicle availability, travel
time and travel cost for each individual. The information on the alternate modes, i.e., travel time and
travel cost available to him, are generated from the time and cost skims obtained in public transport
and auto assignment procedures used for the base year. This process is called setting-up panel
data. Calibration of utility functions and calculation of probabilities at each level have been calculated
using NLOGIT software.
91.

Mode-choice modelling for MMR travel is very complex considering the following aspects:

(a) Proportion of walk trips in the study area are very high (about 60%);
(b) Movement of Auto in Island City is restricted which creates complexity in developing a single model for the entire
study area; and
(c) High variability in characteristics of the users who have vehicle availability and who do not.

92.
Considering the above aspects, it would be very difficult to identify a particular mode choice
model structure directly without experimenting alternatives. Hence, following alternative mode choice
model structures are developed and tested for the entire study area without considering the restricted
movement of Auto in the Island City of Greater Mumbai.
(a) MNL Models
(b) Nested MNL Models

93.
The details of analyses undertaken is briefly presented in Table 5-24 and the experimented
mode choice structures and details there of are given at Annexure 5-11.
Table 5-24 Summary of Mode Choice Model Structures Experimented
Model
No.
Case 1

Type of
Geogra.
MNL
area
MNL
MMR

HBW*

Vehicle Available/ Vehicle

Not Available
VA: T, B, TX, RC, C, TW

With Walk/
Without Walk
Without Walk

Case 2

MNL

MMR

HBW*

VNA: T, B, TX, RC

Without Walk

Case 3

Nested

MMR

HBW*

Purposes

VA: T, B, TX, RC, C, TW, Walk

VNA: T, B, TX, RC, Walk
Case 4
Nested
MMR
HBW*
PT : Train, Bus
IPT : Taxi, Auto
PV : Car, TW
Case 5a MNL
Island City HBW*
VA: T, B, TX,C, TW
Case 5b
Non-Island
VA: T, B, TX,RC,C, TW
Case 5c
Island City
VNA: T, B, TX
Case 5d
Non-Island
VNA: T, B, TX,RC
Case 6a MNL
Island
HBE**
VA: T, B, TX,C, TW
Case 6b
Non-Island
VA: T, B, TX,RC,C, TW
Case 6c
Island City
VNA: T, B, TX
Case 6d
Non-Island
VNA: T, B, TX, RC
Case 7a MNL
Island City HBW*
VA: T, B, TX,C, TW
Case 7b
Non-Island
VA: T, B, TX,RC,C, TW
Case 7c
Island City
VNA: T, B, TX
Case 7d
Non-Island
VNA: T, B, TX,RC
*HBW : Home Based Work **HBE : Home Based Education

With Walk
Without Walk

Variables Considered
IVTT, Age, Occupation,
Res. Type, Ind. Income,
Earners/HH, Gender, Rail
Pass, Driving License,
Education
IVTT, Age, Occupation,
Res. Type, Ind. Income,
Earners/HH, Gender, Rail
Pass
IVTT, Walk Time, Income
Category
IVTT, Walk Time, Income
Category

Without Walk

IVTT, Travel Cost, Out of

Vehicle Distance, Income
Category

Without Walk

IVTT, Travel Cost, Out of

Vehicle Distance

Without Walk

IVTT, Travel Cost, Out of

Vehicle Distance, Income
Category

Alternative Mode Choice Models, Without walk:

94.
Keeping in view the complex situation in MMR and based on the experimentation of modechoice models carried out, it is decided that, to stratify the sample into the following groups:
(a) Island City and Non-Island: Stratified as auto rickshaw movement in Island City is not permitted while they are
permitted in rest of MMR
(b) Vehicle owning and Non Vehicle owning population: Vehicle owning people have additional choice of traveling
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-27

TRANSFORM
by using their own modes while the non vehicle owning people have to depend on public transport modes or IPT
modes

95.
For the above stratification, the MNL mode-choice model structures are formulated. The MNL
mode choice structures for Home Based Work-Office purpose (without walk) are presented in Figure
5-18 to Figure 5-21. The MNL structure for other purposes (Home Based Work-Industry, Home
Based Work-Other, Home Based Education and Home Based Other and Non Home Based) is
similar. The variables and models together with numbers used for different stratifications and
purposes are summarized in Table 5-25.
Choice for Vehicle Not Available
(Non Island city)

Train

Figure 5-18 : MNL Model: Case 8a (HMW: Office

Trips), Island City, Vehicle Available

Bus

IPT (Taxi)

IPT (Auto)

Private

Figure 5-19 : MNL Model: Case 8b (HBW: Office Trips),

Non-Island, Vehicle Available
Choice for Vehicle Not Available
(Non Island city)

Train

Figure 5-20 : MNL Model: Case 8c (HBW: Office

Trips), Island City, Vehicle Not Available

Bus

IPT (Taxi)

IPT (Auto)

Figure 5-21 : MNL Model: Case 8d (HBW Trips), Non

Island City, Vehicle Not Available

Table 5-25 Summary of Mode Choice Model Structures: Without Walk

Model No.
Case 8a
Case 8b
Case 8c
Case 8d
Case 9a
Case 9b
Case 9c
Case 9d
Case 10a
Case 10b
Case 10c
Case 10d
Case 11a
Case 11b
Case 11c
Case 11d
Case 12a
Case 12b
Case 12c
Case 12d

Type of
MNL
MNL

MNL

MNL

MNL

MNL

Geogra.
area
Island City
Non-Island
Island City
Non-Island
Island City
Non-Island
Island City
Non-Island
Island City
Non-Island
Island City
Non-Island
Island City
Non-Island
Island City
Non-Island
Island City
Non-Island
Island City
Non-Island

Purposes
Home Based
Work: Office

Vehicle Available/
Vehicle Not Available

VA: T, B, TX,C, TW
VA: T, B, TX,RC,C, TW
VNA: T, B, TX
VNA: T, B, TX,C, TW
Home Based VA: T, B, TX,C, TW
Work:
VA: T, B, TX,RC,C, TW
Industry
VNA: T, B, TX
VNA: T, B, TX,C, TW
Home Based VA: T, B, TX,C, TW
Work: Others VA: T, B, TX,RC,C, TW
VNA: T, B, TX
VNA: T, B, TX,RC
Home Based VA: T, B, TX,C, TW
Education
VA: T, B, TX,RC,C, TW
VNA: T, B, TX
VNA: T, B, TX,RC
Home Based VA: T, B, TX,C, TW
Others & Non VA: T, B, TX,RC,C, TW
Home Based VNA: T, B, TX
VNA: T, B, TX,RC

With Walk/
Without Walk

Variables Considered

Without Walk

IVTT, Travel Cost, Out of

Vehicle Distance

Without Walk

IVTT, Travel Cost, Out of

Vehicle Distance

Without Walk

IVTT, Travel Cost, Out of

Vehicle Distance

Without Walk

IVTT, Travel Cost, Out of

Vehicle Distance

Without Walk

IVTT, Travel Cost, Out of

Vehicle Distance

96.
The mode-choice model development process for the morning peak period is presented in
Figure 5-22.

5-28

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM

Figure 5-22 : Methodology for Mode-Choice Model Development: Morning Peak Period

Utility Equations:
97.

The form of utility equations formulated for all the above cases, summarized as under:

Case 8a:HBW-Office: Vehicle Available - Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST
U (PVT) = D0+A1*IVTTCar-TW+A2*PVTCOST

Case 8b:HBW-Office: Vehicle Available- Non Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST
U (PVT) = D0+A1*IVTTCar-TW+A2*PVTCOST

Case 8c:HBW-Office: Vehicle Not Available - Island City

U (Train) = A1* IVTTTrain+A2* IVTCTrain+A3*TROVDI
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-29

TRANSFORM
U (Bus) = B0+A1*IVTTBus+A2* IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2* IPTCOST

Case 8d:HBW-Office: Vehicle Not Available- Non Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST

Where,
IVTTTrain
IVTTBus
IVTTTaxi-Rickshaw
IVTTCar-TW
IVTCTrain
IVTCBus
IPTCOST
PVTCOST
TROVDI
BOVDI

: In Vehicle Travel Time by Train

: In Vehicle Travel Time by Bus
: In Vehicle Travel Time by either Taxi or Rickshaw both of which is same
: In Vehicle Travel Time by either Car or TW both of which is same
: In Vehicle Travel Cost by Train
: In Vehicle Travel Cost by Bus
: Weighted in vehicle travel cost of Rickshaw and Taxi
: Weighted in vehicle travel cost of Car and TW
: Out of vehicle distance traveled in case of train (access + egress)
: Out of vehicle distance traveled in case of bus (access + egress)

Case 9a:HBW-Industry: Vehicle Available - Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST
U (PVT) = D0+A1*IVTTCar-TW+A2*PVTCOST

Case 9b:HBW- Industry: Vehicle Available- Non Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST
U (PVT) = D0+A1*IVTTCar-TW+A2*PVTCOST

Case 9c:HBW- Industry: Vehicle Not Available - Island City

U (Train) = A1* IVTTTrain+A2* IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2* IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2* IPTCOST

Case 9d:HBW- Industry: Vehicle Not Available- Non Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST

Case 10a:HBW-Others: Vehicle Available - Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST
U (PVT) = D0+A1*IVTTCar-TW+A2*PVTCOST

Case 10b:HBW- Others: Vehicle Available- Non Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST
U (PVT) = D0+A1*IVTTCar-TW+A2*PVTCOST

Case 10c:HBW- Others: Vehicle Not Available - Island City

U (Train) = A1* IVTTTrain+A2* IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2* IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2* IPTCOST

Case 10d:HBW- Others: Vehicle Not Available- Non Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST

Case 11 (HBE-A.M Peak- No Walk, 4 different models)

(d)
(e)
(f)

vehicle Available - Island City: Train, Bus, IPT (Taxi), Private

vehicle Available - Non-Island City: Train, Bus, IPT, Private
vehicle Not Available - Island City: Train, Bus, IPT (Taxi)

5-30

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
(g)

vehicle Not Available - Non-Island City: Train, Bus, IPT

Case 11a: Vehicle Available - Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST
U (PVT) = D0+A1*IVTTCar-TW+A2*PVTCOST

Case 11b: Vehicle Available- Non Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST
U (PVT) = D0+A1*IVTTCar-TW+A2*PVTCOST

Case 11c: Vehicle Not Available - Island City

U (Train) = A1* IVTTTrain+A2* IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2* IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2* IPTCOST

Case 11d: Vehicle Not Available Non-Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST

Case 12 (HBO & NHB-A.M Peak- No Walk, 4 different models)

(h)
(i)
(j)
(k)

vehicle Available - Island City: Train, Bus, IPT (Taxi), Private

vehicle Available - Non-Island City: Train, Bus, IPT, Private
vehicle Not Available - Island City: Train, Bus, IPT (Taxi)
vehicle Not Available - Non-Island City: Train, Bus, IPT

Case 12a: HBO & NHB: Vehicle Available - Island City

U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST
U (PVT) = D0+A1*IVTTCar-TW+A2*PVTCOST

Case 12b: HBO & NHB: Vehicle Available- Non Island City
U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST
U (PVT) = D0+A1*IVTTCar-TW+A2*PVTCOST

Case 12c: HBO & NHB : Vehicle Not Available - Island City
U (Train) = A1* IVTTTrain+A2* IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2* IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2* IPTCOST

Case 12d: HBO & NHB: Vehicle Not Available- Non Island City
U (Train) = A1*IVTTTrain+A2*IVTCTrain+A3*TROVDI
U (Bus) = B0+A1*IVTTBus+A2*IVTCBus+A3*BOVDI
U (IPT) = C0+A1*IVTTTaxi-Rickshaw+A2*IPTCOST

98.
The utility models and the statistical values for the above discussed mode choice models
(without walk) are presented in Table 5-26. Since it is proposed new public transport mode like
metro, the system characteristics have been analysed and the bias coefficient for metro mode is
being chosen by interpreting the bias coefficients of the existing modes and relative comparison of
their characteristics with respect to metro mode. These values are being arrived based on various
trials and taking into consideration the stated preference survey analysis results carried out in
Workplace based surveys.

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-31

TRANSFORM
Table 5-26: Proposed Mode-Choice Models: Without Walk
Model

Availability
Location
of Vehicle
Vehicle
Island
Available
City

Model
No
8a

NonIsland

8b

Island
City

8c

NonIsland

8d

Island
City

9a

NonIsland

9b

Island
City

9c

NonIsland

9d

Island
City

10a

NonIsland

10b

Island
City

10c

NonIsland

10d

Island
City

11a

NonIsland

11b

Island
City

11c

HBWEmployed in
Office
Vehicle Not
Available

Vehicle
Available

HBWEmployed in
Industry

Vehicle Not
Available

Vehicle
Available

HBWEmployed in
Others

Vehicle Not
Available

Vehicle
Available
HBE

Vehicle Not
Available

5-32

Rho
Remarks
Square
0.33
U (Train) = -0.0553*IVTTTrain-0.0192*IVTCTrain-0.485*TROVDI
U (Bus) = 0.08-0.0553*IVTTBus-0.0192*IVTCBus-0.485*BOVDI
U (IPT) = -4.621-0.0553*IVTTTaxi-Rickshaw-0.0192*IPTCOST
U (PVT) = 3.458-0.0553*IVTTCar-TW-0.0192*PVTCOST
U (Metro) = 0.900-0.0553*IVTTmet-0.0192*metCOST-0.97*MOVDI
0.41
U (Train) = -0.0252*IVTTTrain-0.0148*IVTCTrain-0.1255*TROVDI
U (Bus) = -1.100-0.0252*IVTTBus-0.0148*IVTCBus-0.1255*BOVDI
U (IPT) = -3.8619-0.0252*IVTTTaxi-Rickshaw-0.0148*IPTCOST
U (PVT) = 3.699-0.0252*IVTTCar-TW-0.0148*PVTCOST
U (Metro) = 0.600-0.0252*IVTTmet-TW-0.0148*metCOST0.251*MOVDI
0.494 U (Train) = -0.080* IVTTTrain-0.0175* IVTCTrain-0.690*TROVDI
U (Bus) = 0.100-0.080*IVTTBus-0.0175* IVTCBus-0.690*BOVDI
U (IPT) = -5.831-0.080*IVTTTaxi-Rickshaw-0.0175* IPTCOST
U (Met) = -0.07-0.080*IVTTmet-0.0175* metCOST-1.38*MOVDI
0.59
U (Train) = -0.047*IVTTTrain-0.0215*IVTCTrain-0.3621*TROVDI
U (Bus) = -1.120-0.047*IVTTBus-0.0215*IVTCBus-0.3621*BOVDI
U (IPT) = -4.206-0.047*IVTTTaxi-Rickshaw-0.0215*IPTCOST
U (Met) = -0.33-0.047*IVTTmet-0.0215*metCOST-0.7242*MOVDI
0.44
U (Train) = -0.0506*IVTTTrain-0.0269*IVTCTrain-0.3521*TROVDI
U (Bus) = -0.51-0.0506*IVTTBus-0.0269*IVTCBus-0.3521*BOVDI
U (IPT) = -40.353-0.0506*IVTTTaxi-Rickshaw-0.0269*IPTCOST
U (PVT) = 4.0775-0.0506*IVTTCar-TW-0.0269*PVTCOST
U (Met) = 1.00-0.0506*IVTTmet-0.0269*metCOST-.7042*MOVDI
0.37
U (Train) = -0.0208*IVTTTrain-0.0150*IVTCTrain-0.1354*TROVDI
U (Bus) = -0.63-0.0208*IVTTBus-0.0150*IVTCBus-0.1354*BOVDI
U (IPT) = -3.5727-0.0208*IVTTTaxi-Rickshaw-0.0150*IPTCOST
U (PVT) = 3.987-0.0208*IVTTCar-TW-0.0150*PVTCOST
U (Met) = 0.900-0.0208*IVTTmet-0.0150*metCOST-.2708*MOVDI
0.57
U (Train) = -0.0869* IVTTTrain-0.0115* IVTCTrain-0.7325*TROVDI
U (Bus) = -0.68-0.0869*IVTTBus-0.0115* IVTCBus-0.7325*BOVDI
U (IPT) = -8.1616-0.0869*IVTTTaxi-Rickshaw-0.0115* IPTCOST
U (Met) = -0.16-0.0869*IVTTmet-0.0115* metCOST-1.465*MOVDI
0.45
U (Train) = -0.0390*IVTTTrain-0.0160*IVTCTrain-0.3245*TROVDI
U (Bus) = -1.06-0.0390*IVTTBus-0.0160*IVTCBus-0.3245*BOVDI
U (IPT) = -4.3839-0.0390*IVTTTaxi-Rickshaw-0.0160*IPTCOST
U (Met) = -0.857-0.0390*IVTTmet-0.0160*metCOST-0.649*MOVDI
0.48
U (Train) = -0.0626*IVTTTrain-0.0254*IVTCTrain-0.126*TROVDI
U (Bus) = 1.04-0.0626*IVTTBus-0.0254*IVTCBus-0.126*BOVDI
U (IPT) = 0.0001-0.0626*IVTTTaxi-Rickshaw-0.0254*IPTCOST
U (PVT) = 2.0647-0.0626*IVTTCar-TW-0.0254*PVTCOST
U (Met) = 2.512-0.0626*IVTTmet-0.0254*metCOST-0.252*MOVDI
0.50
U (Train) = -0.0325*IVTTTrain-0.0169*IVTCTrain-0.1571*TROVDI
U (Bus) = -1.34-0.0325*IVTTBus-0.0169*IVTCBus-0.1571*BOVDI
U (IPT) = 0.0001-0.0325*IVTTTaxi-Rickshaw-0.0169*IPTCOST
U (PVT) = 4.378-0.0325*IVTTCar-TW-0.0169*PVTCOST
U (Met) = 1.178-0.0325*IVTTmet-0.0169*metCOST-0.3142*MOVDI
0.47
U (Train) = -0.0794*IVTTTrain-0.0390* IVTCTrain-0.7436*TROVDI
U (Bus) = 0.09-0.0794*IVTTBus-0.0390* IVTCBus-0.7436*BOVDI
U (IPT) = -5.479-0.0794*IVTTTaxi-Rickshaw-0.0390* IPTCOST
U (Met) = 0.100-0.0794*IVTTmet-0.0390*metCOST-1.4872*MOVDI
0.45
U (Train) = -0.0424*IVTTTrain-0.0196*IVTCTrain-0.3124*TROVDI
U (Bus) =-1.07-0.0424*IVTTBus-0.0196*IVTCBus-0.3124*BOVDI
U (IPT) = -3.6035-0.0424*IVTTTaxi-Rickshaw-0.0196*IPTCOST
U (Met) = -0.373-0.0424*IVTTmet-0.0196*metCOST-0.6248*MOVDI
0.38
U (Train) = -0.0733*IVTTTrain-0.0256*IVTCTrain-0.8412*TROVDI
U (Bus) = 1.400-0.0733*IVTTBus-0.0256*IVTCBus-0.8412*BOVDI
U (IPT) = -4.369-0.0733*IVTTTaxi-Rickshaw-0.0256*IPTCOST
U (PVT) = 1.529-0.0733*IVTTCar-TW-0.0256*PVTCOST
U (Met) = 0.029-0.0733*IVTTmet-TW-0.0256*metCOST1.6824*MOVDI
0.14
U (Train) = -0.0349*IVTTTrain-0.0160*IVTCTrain-0.1737*TROVDI
U (Bus) = 0.45-0.0349*IVTTBus-0.0160*IVTCBus-0.1737*BOVDI
U (IPT) = 2.029-0.0349*IVTTTaxi-Rickshaw-0.0160*IPTCOST
U (PVT) = -0.001-0.0349*IVTTCar-TW-0.0160*PVTCOST
U (Met) = -0.516-0.0349*IVTTmet-0.0160*metCOST-.3474*MOVDI
0.55
U (Train) = -0.1023* IVTTTrain-0.0602* IVTCTrain-1.109*TROVDI
U (Bus) = 0.76-0.1023*IVTTBus-0.0602* IVTCBus-1.109*BOVDI
U (IPT) = -4.776-0.1023*IVTTTaxi-Rickshaw-0.0602* IPTCOST
U (Met) = -0.500-0.1023*IVTTmet-0.0602*metCOST-2.218*MOVDI

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
Model

Availability
Location
of Vehicle
NonIsland
Vehicle
Available

Model
No
11d

Island
City

12a

NonIsland

12b

Island
City

12c

NonIsland

12d

Island
City

12a

NonIsland

12b

Island
City

12c

NonIsland

12d

HBO
Vehicle Not
Available

Vehicle
Available

NHB
Vehicle Not
Available

Rho
Remarks
Square
0.17
U (Train) =-0.0430*IVTTTrain-0.0215*IVTCTrain-0.2963*TROVDI
U (Bus) = 0.24-0.0430*IVTTBus-0.0215*IVTCBus-0.2963*BOVDI
U (IPT) = 0.0260-0.0430*IVTTTaxi-Rickshaw-0.0215*IPTCOST
U (Met) = -0.800-0.0430*IVTTmet-0.0215*metCOST-0.5926*MOVDI
0.16
U (Train) = -0.0405*IVTTTrain-0.0170*IVTCTrain-0.272*TROVDI
U (Bus) = 0.24-0.0405*IVTTBus-0.0170*IVTCBus-0.272*BOVDI
U (IPT) = 0.00012-0.0405*IVTTTaxi-Rickshaw--0.0170*IPTCOST
U (PVT) = 2.7592-0.0405*IVTTCar-TW-0.0170*PVTCOST
U (Met) = 1.459-0.0405*IVTTmet-0.0170*metCOST-0.544*MOVDI
0.28
U (Train) = -0.0221*IVTTTrain-0.0130*IVTCTrain-0.1760*TROVDI
U (Bus) = -0.6200-0.0221*IVTTBus-0.0130*IVTCBus-0.1760*BOVDI
U (IPT) = 0.00012-0.0221*IVTTTaxi-Rickshaw-0.0130*IPTCOST
U (PVT) = 2.8720-0.0221*IVTTCar-TW-0.0130*PVTCOST
U (Met) = 1.000-0.0221*IVTTmet-0.0130*metCOST-0.352*MOVDI
0.22
U (Train) = -0.0491* IVTTTrain-0.0122* IVTCTrain-0.5129*TROVDI
U (Bus) = 0.02-0.0491*IVTTBus-0.0122* IVTCBus-0.5129*BOVDI
U (IPT) = -4.399-0.0491*IVTTTaxi-Rickshaw-0.0122* IPTCOST
U (Met) = -0.200-0.0491*IVTTmet-0.0122* metCOST-1.0258*MOVDI
0.14
U (Train) = -0.0148*IVTTTrain-0.0116*IVTCTrain-0.2073*TROVDI
U (Bus) = -0.780-0.0148*IVTTBus-0.0116*IVTCBus-0.2073*BOVDI
U (IPT) = 0.0007-0.0148*IVTTTaxi-Rickshaw-0.0116*IPTCOST
U (Met) = -0.100-0.0148*IVTTmet-0.0116*metCOST-0.4146*MOVDI
0.16
U (Train) = -0.0405*IVTTTrain-0.0170*IVTCTrain-0.272*TROVDI
U (Bus) = 0.24-0.0405*IVTTBus-0.0170*IVTCBus-0.272*BOVDI
U (IPT) = 0.01-0.0405*IVTTTaxi-Rickshaw--0.0170*IPTCOST
U (PVT) = 3.7592-0.0405*IVTTCar-TW-0.0170*PVTCOST
U (Met) = 1.459-0.0405*IVTTmet-0.0170*metCOST-0.544*MOVDI
0.28
U (Train) = -0.0221*IVTTTrain-0.0130*IVTCTrain-0.1760*TROVDI
U (Bus) = -0.6200-0.0221*IVTTBus-0.0130*IVTCBus-0.1760*BOVDI
U (IPT) = 0.01-0.0221*IVTTTaxi-Rickshaw-0.0130*IPTCOST
U (PVT) = 3.8720-0.0221*IVTTCar-TW-0.0130*PVTCOST
U (Met) = 1.000-0.0221*IVTTmet-0.0130*metCOST-0.352*MOVDI
0.22
U (Train) = -0.0491* IVTTTrain-0.0122* IVTCTrain-0.5129*TROVDI
U (Bus) = 0.02-0.0491*IVTTBus-0.0122* IVTCBus-0.5129*BOVDI
U (IPT) = -2.399-0.0491*IVTTTaxi-Rickshaw-0.0122* IPTCOST
U (Met) = -0.200-0.0491*IVTTmet-0.0122* metCOST-1.0258*MOVDI
0.14
U (Train) = -0.0148*IVTTTrain-0.0116*IVTCTrain-0.2073*TROVDI
U (Bus) = -0.780-0.0148*IVTTBus-0.0116*IVTCBus-0.2073*BOVDI
U (IPT) = 0.01-0.0148*IVTTTaxi-Rickshaw-0.0116*IPTCOST
U (Met) = -0.100-0.0148*IVTTmet-0.0116*metCOST-0.4146*MOVDI

99.
Detailed analysis of mode wise trips indicated that, walk mode is predominant in case of
Home Based Work Industry, Home Based Work Other trips, Home Based Education trips. Moreover,
the trip length of walk mode vary significantly by different purposes. Hence, alternative mode-choice
models have been developed to represent these varied travel characteristics. The mode-choice
model development process is similar to as discussed above with a difference that, the walk mode is
also included in developing the mode-choice models. The mode-choice models experimented are
briefly presented in Annexure 5-12. Mode choice models for evening peak period i.e. 17:00 to 23:00
hrs have been developed using the similar procedure as described above for the morning peak
period and the details are given in Annexure 5-13.

5.3.

MODEL VALIDATION

100. The parameters of the trip end models, trip distribution models and mode-split models
estimated and calibrated based on the socio-economic parameters, network related parameters, time
and cost skims, etc. are statistically significant as indicated by various statistical parameters like R2,
t-test, F-test in case of trip generation models, TLFD comparison using coincidence ratio, average
trip length by purpose, etc. in case of distribution models and Rho2, t-test, percentage of hits in case
of mode-split models, etc. These models have been validated separately by appropriate
reasonableness checks. Further, the ability of these models to replicate the observed conditions
within reasonable limits before being used to produce future-year forecasts is also checked by
validation of all the models together. This process is called as revalidation of travel demand
modelling process. This revalidation process therefore ensures that each modelling stage is properly
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-33

TRANSFORM
interfaced and that modelling error is not propagated by chaining the models together.
5.3.1. TRAVEL D EMAND MODEL VALIDATION PROCESS
101. An overview of travel demand model validation process adopted in the study is presented in
Figure 5-23. Before application of the models to the horizon period, it is felt necessary to validate the
entire travel demand modelling due to the following reasons:
(a) Application of travel demand models for horizon years involves recursive application of these models till
convergence is reached. In the process of convergence, the skims (time, cost) change, which are input for trip
distribution and mode-split models;
(b) The EMME software used for handling all the modelling tasks is macro based which is very complex. Modelling
tasks by macro is ensured by application of models to the base year data itself and compare the results; and
(c) Application of all the detailed models is complex mainly due to the internal and external demand, 6 purposes, 6
modes, complex network, detailed zoning (1030 TAZs), etc.

102. Essentially the processes consists of estimating synthetic productions and attractions from
Trip generation equations using the base year variables, applying Trip distribution models using base
year network skims and arrive at the synthetic Origin Destination Matrices. These O-D matrices are
then split into different Modes using calibrated Mode split equations employing base year time and
cost functions. The resulting mode wise Origin Destination matrices are then assigned on various
mode wise networks using VDF functions and network multi model equilibrium models. The resulting
flows, strictly speaking, should reproduce the base year travel scenario on the network. In the entire
process at each step the model estimates are compared with actual observed values, and error is
estimated. The ultimate objective is to determine the ability of the modelling package to reproduce
the existing flow conditions and determine the error estimate. This process enabled to repose
confidence on the entire modelling suit, and therefore the confidence level of future estimates.
103. Further, the purpose of trip assignment stage is to develop a technique that simulates the
way in which the private, IPT and various types of public transport systems between each origin and
destination pair distribute over the links of their respective networks. To estimate the travel time on
the links, volume-delay function and turn penalty functions have been incorporated. Tolls on the
existing roads/bridges, entry tolls in to Greater Mumbai, tolls on the proposed roads/ bridges, etc.
have been considered in the assignment process. Multi-modal capacity restrained equilibrium
technique has been used. The assignment models are capable of incorporating parking charges,
congestion pricing and other traffic management measures.
104.
(a)
(b)
(c)
(d)

Validation is being carried out through following checks.

Rail passenger flows;

Bus passenger flow checks;
Auto (All private and IPT modes) PCU flow checks; and
Major zone pair travel time checks.

105. Generally, the estimated total traffic flows across the screen lines is compared with observed
total traffic flows for validation of the models. The Inner Cordon lines and Screen Lines considered
for comparison of estimated and observed flows is presented in Figure 5-24.
106. Comparison of the observed and assigned Train flows across the Screen Lines is presented
in Table 5-27 and Figure 5-25. The following observations are made based on assignment results:
(a) The assigned flows across the IC 1, IC 2 and SRC 4-7 are lower compared to observed flows. Across IC 3, IC 4
& SRC 2-3, SRC 1-2, SRC 1-3 and SRC 1-5, the assigned flows are higher compared to observed flows;
(b) The difference across the ICs and SRCs range from -10.4% (IC 3) to 26.0% (IC 1); and
(c) The best-fit line presented in Figure 5-25 indicates the ability of travel demand models and network to represent
the observed travel pattern of sub-urban train passenger flows.

5-34

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM

Figure 5-23 : Validation of Travel demand Modelling Process

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-35

TRANSFORM
Table 5-27: Comparison of Observed and Assigned Flows across Screen Lines: Train
Screen Line
Observed
Assigned
Diff. (% )
IC 1 (Island City)
393,968
291,640
26.0
IC 2 (Island City)
766,927
576,511
24.8
IC 3 (Mahim Screen Line)
1,395,768
1,410,753
-1.1
IC 4 (Suburbs) & SRC 2-3: Thane CIDCO/ Navi Mumbai
1,003,800
1,108,100
-10.4
SRC 1-2: MCGM Thane
367,333
394,311
-7.3
SRC 1-3: MCGM CIDCO/ Navi Mumbai
165,661
177,456
-7.1
SRC 1-5: MCGM Vasai Virar
234,247
243,539
-4.0
SRC 4-7: Kalyan Bhiwandi Rural MMR
49,604
41,622
16.1
Note: SRC 2-3 has been combined with IC 4 Screen Line Locations considering the two alternative routes possible between eastern
suburbs and Navi-Mumbai i.e. via Thane-Kurla-vahi and Thane-Vashi

Figure 5-24: ICs and SLs for Comparison of Observed and Estimated Flows for Revalidation of Travel demand
Model

5-36

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
450000
y = 0.988x
R2 = 0.9643

400000

Assigned

350000
300000
250000
200000
150000
100000
50000
0
-50000

50000

150000

250000

350000

450000

Observed
Figure 5-25: Comparison of Observed and Assigned Flows across Screen Lines: Train

107. Comparison of the observed and assigned flows, car, two wheeler, auto, taxi, LCVs and
trucks across the Inner Cordon Lines and Screen Lines is presented in Table 5-28 and Figure 5-26.
The best-fit line presented in Figure 5-26 indicates the ability of travel demand models and network
to represent the observed travel pattern of car, two wheeler, auto, taxi, LCVs and trucks.
Table 5-28: Comparison of Observed and Assigned Flows across Inner Cordons and Sub Region Cordons :
Car, Two Wheeler, Auto, Taxi, LCVs and Trucks
Screen Line

Observed

Assigned

Difference (% )

IC1 (Island City)

64532

50498

21.7

IC2 (Island City)

57032

49819

12.6

129111

104319

19.2

65220

89045

-36.5

IC3 (Mahim Screen Line)

IC4 (Suburbs)
SRC 1-2: MCGM-Thane

9822

14344

-46.0

SRC 1-3: MCGM-CIDCO/ Navi Mumbai

28261

44810

-58.6

SRC 1-5: MCGM-Vasai Virar

21332

26886

-26.0
-25.5

SRC 2-3: Thane-CIDCO/ Navi Mumbai

25047

29415

SRC 2-4: Thane-Kalyan Bhiwandi

16929

15119

10.7

SRC 2-5: Thane-Vasai Virar

10981

12650

-15.2

SRC 3-4: CIDCO/ Navi Mumbai -Kalyan Bhiwandi

7856

9765

-24.3

SRC 3-6: CIDCO/ Navi Mumbai -Alibag-Pen

8265

9199

-11.3

SRC 3-7: CIDCO/ Navi Mumbai Rural MMR

5224

2946

43.6

SRC 4-7: Kalyan Bhiwandi Rural MMR

4401

2296

47.8

SRC 5-7: Vasai Virar Rural MMR

4759

4733

0.6

SRC 6-7: Alibag Pen Rural MMR

1590

705

55.6

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-37

TRANSFORM
120000

y = 0.9302x
R2 = 0.8747

Assigned

100000
80000
60000
40000
20000
0
0

20000

40000

60000

80000

100000

120000

Observed
Figure 5-26: Comparison of Observed and Assigned Flows across Inner Cordons and Sub Region Cordons
(Car, Two Wheeler, Auto, Taxi, LCVs and Trucks)

108. In addition to the above analysis, analysis of person movements across the screen lines is
being made and presented in Table 5-29. The difference between total observed passenger flows
and assigned flows is within acceptable range.
Table 5-29: Comparison of Observed and Assigned Flows across Inner Cordons and Sub Region Cordons: All
Modes
Train
Observed

PV & IPT

Assigned

Observed

Bus

Assigned

Observed

Total

Assigned

Observed

Assigned

Difference
(% )

IC 1

393968

291640

69998

65935

119392

115956

583358

473531

18.8

IC 2

766927

576511

91602

78457

89223

180395

947752

835364

11.9

IC 3

1395768

1410753

176724

156209

256928

293136

1829420

1860098

-1.7

IC 4

1003800

1108100

97016

139791

166537

261670

1267353

1509562

-19.1

SL A

767241

815305

68004

131307

79746

148716

914991

1095327

-19.7

109. Comparison of rail passenger flows, bus passenger flows and Auto flows (All private and IPT
modes) are presented in Figure 5-27 to Figure 5-37.

5-38

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM

Figure 5-27: Comparison of Rail Passenger Flows, Island City

Figure 5-28: Comparison of Rail Passenger Flows, Suburbs

Legend: Red: Assigned Flows, Blue: Observed Flows, Units: No. of Passenger/Morning Peak Period i.e. 6:00 to 11:00 AM
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-39

TRANSFORM

Figure 5-29: Comparison of Rail Passenger Flows, Eastern Region

5-40

Figure 5-30: Comparison of Bus Passenger Flows, Island City

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM

Figure 5-31: Comparison of Bus Passenger Flows, Suburbs

Figure 5-32: Comparison of Bus Passenger Flows, Northern Region

Legend: Red: Assigned Flows, Blue: Observed Flows, Units: No. of Passenger/Morning Peak Period i.e. 6:00 to 11:00 AM

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-41

TRANSFORM

Figure 5-33: Comparison of Bus Passenger Flows, Eastern Region and Major Bridges

Legend: Red: Assigned Flows, Blue: Observed Flows, Units: No. of Passenger/Morning Peak Period i.e. 6:00 to 11:00 AM

5-42

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM

Figure 5-34: Comparison of Auto PCU Flows, Island City

Legend: Red: Assigned Flows, Blue: Observed Flows, Units: No. of Passenger/Morning Peak Period i.e. 6:00 to 11:00 AM
DEVELOPMENT OF TRAVEL DEMAND MODEL

5-43

TRANSFORM

Figure 5-35: Comparison of Auto PCU Flows, Suburbs

Figure 5-36: Comparison of Auto PCU Flows, Northern Region

Legend: Red: Assigned Flows, Blue: Observed Flows, Units: No. of Passenger/Morning
Peak Period i.e. 6:00 to 11:00 AM

Legend: Red: Assigned Flows, Blue: Observed Flows, Units: No. of Passenger/Morning
Peak Period i.e. 6:00 to 11:00 AM

5-44

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM

Figure 5-37: Comparison of Auto PCU Flows, Eastern Region (Across Major Bridges)

Legend: Red: Assigned Flows, Blue: Observed Flows, Units: No. of Passenger/Morning Peak Period
i.e. 6:00 to 11:00 AM

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-45

TRANSFORM
110. Close observation of the figures reveal that the assigned flows are more or less matching with
the observed flows at most of the locations. A snap shot of the total rail passenger flows (persons/hr) and
highway flows (PCU/hr) are shown together in Figure 5-38 indicating the ability of calibrated travel
demand models and the process that has built into EMME software using macros.

Figure 5-38: Assigned Rail and Bus passenger Flows

5-46

DEVELOPMENT OF TRAVEL DEMAND MODEL

TRANSFORM
5.4.

PROCEDURES FOR APPLICATION OF TRAVEL DEMAND MODEL

111. Travel demand models developed for without walk trips as described in the previous sections are
used for the horizon years for estimation of passenger travel demand and assessment of transport
network requirements for various horizon years ( Figure 5-39). These models provide the internal travel
demand only. The external travel demand (passenger and goods vehicles) is estimated separately by
adopting growth factor methods. An iterative process is coded in the form of macros and built into the
EMME software by including trip distribution models, mode-choice models and assignment models of
travel demand modelling so that the assignment results are finally converged.

Figure 5-39: Modelling Procedure for Horizon Years

112. Application of the above described package in EMME software is being applied for various
horizon years viz. 2031 (long term), 2021 and 2016 (medium & short term) incorporating the estimated
planning parameters, proposed transport networks, etc. and in evolving the most resilient transportation
plan for MMR. The details are presented in Chapter 6 and Chapter 7 for long and medium and short term
horizon years.

DEVELOPMENT OF TRAVEL DEMAND MODEL

5-47

6.

LONG TERM TRANSPORTATION STRATEGY

The development of a long-term transportation strategy for Mumbai Metropolitan Region is one of the major tasks of
. Long-term transportation strategy includes:
(a)
(b)
(c)
(d)
(e)
(f)
(g)

The definition of conceptual transport network plans and processes to accommodate inevitable change;
Integration of land use development and transport planning;
Traffic and travel demand management;
Operational measures which could cover user and congestion charge policies;,
Innovative methods of financing and resource management and application of best technologies to meet travel needs;
Institutional changes required to effectively and efficiently implement projects and rationally setting implementation priorities;
and
Setting minimum performance standards measured against stated delivery standards.

These strategies, although separately identified, cover issues and actions that are inextricably intertwined. That is the nature of
urban transportation, particularly in such a large and diverse metropolitan regions like Mumbai which has to deal with an enormous
backlog of transport deficiencies and quality of living issues and at the same time manage growth of a magnitude not being
experienced anywhere else on this planet.
has attempted to address each of the strategic issues, but inevitably in various degrees of details and
refinement. In many instances
has only been able to set the initial framework of a strategic need and has given
suggested ways forward to be taken further by the various affected stakeholders. While
proposals represent
a huge investment program, it should be remembered that it is a 25 year vision, for a 34 million metropolis, that was home to less
than 10 million people 25 years ago.

6.1.

RECENT TRANSPORTATION PROJECTS

1.
Over the past 4-5 years, MMRDA has been in the process of implementing several
transportation initiatives that demonstrate the Governments, other stakeholders and international
funding agencies commitment to transforming Mumbai.
has reviewed the basis for
these initiatives and has concluded that they provide substantial foundation for more expansive,
longer term strategy formulation. A brief overview of these initiatives follows.
6.1.1.

MMR REGIONAL P LAN 1996 2011

2.
An overview of the Regional Plan (RP) is given in Chapter 1. While the RP was focused on
deliberations, to understand the
the period 1996 2011, it is relevant to the current
longer term planning forecasts that were being considered at the time the RP was prepared, and to
compare these with the current
forecasts.
Forecast
MMR Regional Plan 1996-2011
2005

Population 2011
(In million)
22.4 to 24.2
22.4

Population 2031
(In million)
22.6 to 28.4
34.0

Employment 2011
(In million)
5.4
9.3

3.
The population forecasts to 2011 are similar but the RP envisaged a slow population growth
which continues the growth trends evident over the
rate beyond 2011 compared to
past decade or so. The employment forecasts to 2011 are very different. Informal employment
growth may not have been included in the RP forecast, but is a significant contributor to overall
employment and economic growth. This comparison is intended to illustrate how quickly planning
estimates can diverge and further reinforces the need to undertake regular (at least every 5 years)
re-assessment of basic planning parameter forecasts.
4.
The land-use plan, as suggested in the RP, along with the proposed road network, has been
presented in Figure 6-1. The proposed rail based transit network, as per the RP and as shown in
Figure 6-2, were somewhat conceptual in nature, but were intended to reinforce the suburban rail
LONG TERM TRANSPORTATION STRATEGY

6-1

TRANSFORM
system as the dominant form of mass transit for the then foreseeable future of the MMR. One of the
key new rail lines was to directly link the Kurla and Bandra stations. In addition to this a new rail link,
generally following the Trans Harbour Road Connection, was also proposed for development. The
former new link is now being replaced in function by a proposed Metro line. The MTHL has been
tendered by the State but for a road link only. These changes are illustrative of the volatility of
transport planning over the last decade.

Figure 6-1: MMRDA Regional Plan and Proposed Road Network Plan

6.1.2.

MUMBAI URBAN TRANSPORT PROJECT (MUTP)

5.
MMRDA formulated a multi modal improvement project, with the assistance of the World
Bank, known as the Mumbai Urban Transport Project (MUTP). MUTP encompasses a series of road,
rail and bus undertakings to bring about improvements in the totally unacceptable traffic and
transportation situation in the MMR. MUTP included investments in the suburban railway system,
including purchasing new rolling stock, local bus transport service enhancements, new roads,
bridges, pedestrian subways and traffic management activities. To enable the Mumbai Suburban
Railway to meet the demands of the ever-growing passenger traffic, the Ministry of Railways and the
Government of Maharashtra joined hands to form the Mumbai Railway Vikas Corporation Ltd.
(MRVC Ltd.). This Corporation is a PSU of the Government of India through the Ministry of Railways
and the State, and is specifically mandated to implement the rail component of an integrated rail-road
urban improvement of the MUTP as shown in Figure 6-3.
6.
The total estimated cost of the project is INR 45,360 million (US$ 945 million)
The World Bank sanctioned a loan of INR 26,020 millions (US$ 542 million) i.e. 57% of the total cost
on 18th of June 2002.

6-2

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Figure 6-2: MMRDA Regional Plan 1996-2011 - Rail Transportation Proposals

Figure 6-3: MUTP Rail Projects Phases I and II

LONG TERM TRANSPORTATION STRATEGY

6-3

TRANSFORM
7.
The cost of rail component under MUTP was INR 31,405 million (US$ 654.27 million as per
MUTP Project Appraisal document, World Bank). MRVC is contemplating to takeup Phase II works
during 2006-2011. The cost of which is about INR 57,000 million (2005 Prices). These works are
presented in Figure 6-3.
6.1.3.

MUIP IMPROVEMENTS

8.
To supplement the efforts under MUTP, in 2003 MMRDA embarked upon an ambitious
program titled Mumbai Urban Infrastructure Project (MUIP). MMRDA developed a Master Plan
(2003-2021) for integrated road development with the objective of strengthening and augmenting the
capacity of the existing road network, mainly in the suburbs, where the congestion levels and
intensity of traffic demands have increased significantly. The proposed road network improvements
under MUIP have focussed on the connectivity of the north-south and east-west arterial roads in
suburbs as well as the Island City. MUIP includes widening of existing roads, construction of missing
links, flyovers at critical junctions, elevated roads, ROBs, RUBs, vehicular underpasses, pedestrian
subways, foot over bridges, footpaths, etc.
6.1.4.

MUMBAI METRO MASTER P LAN

9.
In 2004 MMRDA commissioned the Delhi Metro Rail Corporation (DMRC) to prepare a
Master Plan for the Metro System covering Greater Mumbai and to prepare Detailed Project Reports
for the selected priority corridors (up to a maximum length of 25 kms). DMRC identified the likely
corridors to be included in Master Plan. They comprised seven corridors with aggregate length of
146.5 kms (Figure 6-4). The approximate capital cost of Mumbai Metro Master Plan network was INR
195,250 million at 2003 prices. This was based on the assumption that the Central Government and
State Government would give exemption from taxes and duties and public lands would be provided
at no cost for the project.
10.
The first line of the Metro, which has been tendered out on PPP basis, is the 11km line with
12 stations between Versova-Andheri-Ghatkopar. A Special Purpose Vehicle (SPV) called Mumbai
Metro One Private Limited has been formed for implementation of the project. It is a Joint Venture
Company formed by Reliance Energy Limited, Veolia Transport, (France) and the MMRDA. The
initial fare structure is proposed to be about 1.5 times the existing bus fares on a per km basis or
(a)
(b)
(c)

INR 6 up to 3 kms;
INR 8 between 3 kms.to 8 kms; and
INR 10 beyond 8 kms.

11.
MMRDA is currently in the process of tendering, on a PPP basis, the second line of the
Metro, being the Mankhurd-Bandra-Charkop line which is 32 km long with 27 stations. The process
of implementing Mumbai Metro has been very innovative, in terms of involving the private sector in
assuming some of the significant financial risks in constructing and operating mass urban transit.

6-4

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Proposed Thane Metro

Line I
Versova-Andheri -Ghatkopar

Line II
Mankhurd-Bandra-Charkop

Suburban Rail
Proposed Metro
Figure 6-4 : Proposed Metro Network in Greater Mumbai (Master Plan for Mumbai Metro)

6.2.

AN APPRECIATION OF INDIAN URBAN TRANSPORT POLICY AND

FRAMEWORK

6.2.1.

2005 NATIONAL URBAN TRANSPORT POLICY OF INDIA (NUTP)

12.
The Government of India, recognizing the importance of sustainable flow of goods and
people in urban areas in supporting the required level of economic activity has lead to drafting of a
National Urban Transport Policy.
13.
The policy proposes a much closer integration of land use and transport planning and also
emphasizes greater use of public transport and non-motorized modes of travel since these modes
occupy less road space and emit fewer pollutants compared to personal motor vehicles. The policy
LONG TERM TRANSPORTATION STRATEGY

6-5

TRANSFORM
recognizes the importance of providing good parking facilities in urban areas and also the need to
properly manage the freight traffic that gets generated. It offers central governments financial
support for the required investments and also aims at building up capability for sound urban transport
planning in the cities. It suggests a coordinated approach to urban transport planning and the need
for creating greater awareness about the problems amongst city residents1.
14.
The Policy proposes that, while planning the transport networks, the following major aspects
should be considered.
(a) Transport to guide development: Incorporating urban transportation as an important parameter at the urban
planning stage rather than being a consequential requirement;
(b) Encourage public transport: Encourage greater use of public transport enabling establishment of quality
focused multi modal public transport systems that are well integrated for providing seamless travel across modes;
(c) Equitable allocation of road space: Bringing about a more equitable allocation of road space with people rather
than vehicles as its main focus; and
(d) Integrate land use with transport: Encouraging integrated land use and transportation planning so that the
travel distances are minimized and access to livelihoods, education and other social needs is improved.

6.2.2.

THE W ORLD BANK STRATEGY FOR URBAN TRANSPORT OF INDIA

15.
The strategies of the World Bank is well
reflected in a recent policy note prepared in 2005 in
response to a request from the Government of India
for the World Bank to provide support to the
development of an urban transport agenda for India.

Country Strategy for India 2005-08: Guidelines for

Bank Lending in Key Sectors

16.
The World Bank strategy document
Urban Transport Sector in India2, was prepared in
consultation with Government of India, and
highlights the necessity of developing medium and
long term transport strategies. While it recognises
parallel concerns of growth and equity, it
recommends an orientation towards public transport
but with caution, mainly on cost efficiency grounds. Further on, while detailing out its strategy, it
recommends that Indian cities should measure the performance of their transport system more
frequently and develop standards which are walk/ bicycle friendly. It also strongly recommends bus
priority measures by segregating road space for it.
17.
Distinct from NUTP, it highlights the importance of secondary and tertiary road networks in
the cities and how important they are in the poor areas. It recommends a conscious shift in attention,
recognising that there has been lopsided attention towards creation of higher level facilities.
18.
A vague reference has been made to the issue of public transport fares, saying that this
issue should be faced squarely. Probably, expressing the concern about having targeted subsidies
to the poor instead of blanket subsidies as per the current practice. At the same time, it recommends
more competition in the public transport service delivery arena and higher productivity from publicly
owned organisations delivering transport services. It also recommends that buses should operate as
part of Rapid Transit System where the infrastructure is owned and maintained publicly but the
operations are run by competitive parties on level playing field. It also strongly recommends that
reservation should be made for designated bus lanes before new roads are built.

1
2

Ministry of Urban Development Press release Sept 22 2005

Towards a Discussion of Support to Urban Transport Development in India (2005), Energy & Infrastructure Unit, South
Asia Region, The World Bank.

6-6

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
19.
The World Bank document, cautions against big and risky projects and recommends rigorous
appraisal before taking decision on them. Mumbai is likely to face many such decisions but the
comments may be more slanted to medium sized cities.

6.3.

REVIEW OF INTERNATIONAL REGIONAL DEVELOPMENT AND

TRANSPORTATION STRATEGIES

6.3.1.

CONTEXTUAL RELEVANCE OF REVIEW

itself into a world class metropolis with a vibrant economy

20.
MMR strives to
and a globally comparable quality of life for all its citizens. World class has several connotations,
, it was considered appropriate to see what transportation
and in conducting
strategies are being pursued by some other world class cities. Among the cities examined, London,
Tokyo and Seoul were identified as having characteristics and history that have some relevance to
the MMR.
21.
London is ranked first as a world financial centre. The Greater London area had to re-invent
its governance system to overcome what could be characterized as a city without an institutional
heart and infrastructure in decay. London has been one of the leaders in the privatization of public
transport delivery, but with very mixed results.
22.
The Greater Tokyo metropolitan area currently has about the same population (30-35
million) as the MMR is expected to have in 25 years (2031). It experienced very rapid growth and
extensive infrastructure expansion, and is now seeking new strategies to overcome a decade of
economic stagflation and ways to maintain its prominence as an international financial centre.
23.
Perhaps Seoul has some important lessons for Mumbai, having lived through a period of
urban and infrastructure expansion coupled with a fast growing economy. It is now going through a
tough period of healing the after-effects of rapid growth.
6.3.2.

GREATER LONDON, UNITED KINGDOM

24.
The transportation strategies and objectives of the Greater London Authority are described in
a document presented by Ken Livingstone, the Mayor of London, titled The Mayors Transportation
Strategies dated July 2001 (Box 6.1). This document states that the basic priorities are governed by
a strategy of increasing the investment in transport, infrastructure, housing and public services
necessary to accommodate London's rising population and economic activity. Why is it worthwhile to
compare MMR and London?. Both are financial capitals of their countries. MMR is attracting large
numbers of people from across India seeking work and education. London is, by western standards,
experiencing a boom in population and employment growth largely fuelled by international migration.
London has undertaken a major restructuring of the approach and role of government in supplying
transportation particularly in the area of privatization. Mumbai is in the early stages of this
restructuring and alternative delivery process. What drives the economy of London is perhaps can
form as an important model for MMR. Further, Londons response in meeting the multi-modal travel
demands shall also be of interest. The strategies to be adopted in London include the expansion of
the capacity of the Underground (Metro) and commuter rail systems by almost 40%. This is to be
achieved by both major expansions of the system and by optimizing the performance of the existing
networks. In addition, the Mayor proposed that the bus system also increase their capacity by 40%
over a 10-year period. With these strategies, it is expected that there should be a 15% decrease in
traffic in central London. Initiatives are contemplated to contain the reduced traffic level and not allow
it to increase in the future.

LONG TERM TRANSPORTATION STRATEGY

6-7

TRANSFORM
BOX 6-1: THE MAYOR AND TRANSPORT FOR LONDON : ESTABLISHED TWELVE PRIORITY MEASURES:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)

Reduce traffic congestion;

Overcome the backlog of investments in the London underground system;
Safely improve system capacity and reduce overcrowding;
Improve the reliability and frequency of train services;
Make radical changes to the bus services across London including increasing reliability of services and
greater frequency of buses;
Secure better integration between the national rail system and the services provided by Transport for London;
Increase the capacity of the transportation and network by providing additional cross town and orbital rail links
and access to international terminal facilities;
Improve travel and journey times for car users in outer London whilst reducing car dependency by providing
improved alternative modes of travel;
Support local transport initiatives, including improved accessibility to town centres and regeneration of areas
and promoting walking and cycling improvement schemes;
Improve the goods movement system in terms of reliability and efficiency without creating adverse
environmental impacts;
Improve the social inclusion of people with disabilities to travel within London in order to enjoy the full benefits
of employment and other activities; and
Improve key transport interchanges and bring measures forward for integration between the various
transportation systems, including such measures as fare integration, enhanced safety and security and overall
simplicity and efficiency for the travelling public.

25.
All of these 12 priority strategies are likely to have equal application within the MMR. They
are indicative of the measures considered necessary in a mature but expanding urban area having
highest personal income levels in the world. The priority given to public transport over private
transport in a wealthy city of London is particularly noteworthy. Almost 90% of employees working in
Canary Wharf, the largest new financial centre in London, use public transit to get to work.
Furthermore, 40% of households in London do not own a car.
26.
Beyond Central London, the strategies propose that traffic should be reduced by 30%, which
would be achieved only by an expanded public transit service. This very large transportation
investment programme requires increased and expanded management skills in order for the program
to be implemented in an effective and timely manner. The organisational structure of Greater London
Authority & Transport for London is presented in Figure 6-5.
27.
Supporting the Mayors broad objectives, are detailed strategic implementation reports which
describe the manner in which these priority measures are to be undertaken, including the levels of
funding requirements and details of the mobilisation of funding sources including financial
commitments from senior levels of government, covering a five to ten year implementation period.
Currently only 57% of Transport for Londons operating costs are covered by user fares and other
system revenues. The operating shortfall is essentially funded by grants from the central government
who also substantially fund capital improvements. London has the decided advantage over Mumbai
in terms of the former being the capital and hence the seat of central government as well as of being
the financial capital. It contains 15% of UKs population, as compared to Mumbai that has 2% of
Indias population, which equates to a greater interest of the central government in Londons
problems and solutions without the complications of an intermediary level of government.

6-8

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
Elected by Public at Large
Term 4 years

Mayor
of
London

London
Assembly

Deputy
Mayor

25 Members

30 Staff

600 Staff

London Assembly: Mayor's

Question Time and Plenary meetings
10 Meetings pa

Transport
Policing
Fire and emergency planning
Economic development

Current Committees

Planning
Culture
Environment
Health

Budget Monitoring Sub-Committee

Business Management and Appointments Committee
Economic Development, Culture, Sport and Tourism Committee
Environment Committee
Health and Public Services Committee
Planning and Spatial Development Committee
Standards Committee
Transport Committee

GLA Chair
Deputy Chair

7 July Review Committee

Audit Panel
Budget Committee

GLA Executive
Chief Executive Officer
Monitoring Officer
Chief Financial Officer

People's Question
Time
2 Meetings pa

GLA Group

Metropolitan

Fire & Emergency

London

Police

Planning

Development

Authority

Authority

Agency

Transport
for
London

London's
Transport
Strategy
Underground Advisory Panel
Surface Advisory Panel
Rail Transport Advisory Panel
Safety, Health and Environment Committee
Finance Committee
Audit Committee

Board of Directors

Chair - Mayor
13 Directors
Appointed by Mayor

Commissioner

Surface Transport
Division -Buses
& Roads

Rail Division
Integration
National Rail

London
Underground

Group Support
Services

Figure 6-5: Organisational Structure of Greater London Authority & Transport for London
Table 6-1: Transport for London: Budget

MPA
LFEPA
TfL
LDA
GLA
Collection Fund
Spending for all services

Budget
2006/07 (m)
3,267
431
5,393
423
130

Funding Source
Government grants
Fees, charges and other income
Reserves
Council tax and collection fund
Total

m
5,347
3,365
96
836
9,644

%
of total
56
34
1
9
100

9,644

28.
Perhaps the most important lesson to be learnt for MMR, from the experiences in London, is
that at some point in the course of evolution of a city, fairly drastic measures have to be taken which
are conducive for the city in becoming organised and better managed. New institutional ways need to
be sought to most effectively deliver infrastructure projects that are more in tune with the current
business environment and the expectations of the public. One of the major successes of the Mayor
of London (who is directly elected and has strong executive authority), has been to convince senior
levels within government and private sector, that infrastructure expansion requires multi-year budget
commitments and should not be subject to year to year financing decisions that are typical of
financial processes at all government levels.
29.
London has experienced two recent financial failures of privatized rail transit operations that
resulted in government having to reassume responsibility for the services.
30.
London Buses manages bus operations in London. It plans routes, specifies service levels
and monitors service quality. The bus services are however operated by private operators, who work
under contract to London Buses. Every year, one fifth of the bus service is re-tendered.

LONG TERM TRANSPORTATION STRATEGY

6-9

TRANSFORM
6.3.3.

TOKYO, JAPAN

31.
The selection of Tokyo for consideration (Box
6.2) is largely due to the scale of urbanization. The
population of Tokyo Metropolitan Region is about 32
million or about what MMR is expected to be in 2031
(34 million). A future development and transportation
plan for the metropolitan area of Tokyo is described in
a document, known as Tokyo Plan 2000 covering the
period upto 2015. But the plan has a much longer
perspective.
32.
The Plan has a policy of dispersing the
business functions from the Metropolitan Centre to subcentres, adding new economic bases to the
Metropolitan Centre and sub-centres (Figure 6-6).
Further, the policy states that the entire central core
area should be nurtured by an environment that fosters
the growth of international business. In addition, the
policy stipulates that an urban ring consisting of a
group of cities around a core area should be
developed.

BOX 6-2: CHANGING PRIORITIES

In Japan, the age of rapid urbanization

has ended, and an age of a low birth-rate,
an increase in the number of elderly
people, and a declining population is
arriving. Despite this, the workforce in
Tokyo will stay at the present level as a
result of an increase in the number of
working women and the increased hiring
of
the
elderly.
Tokyo's urban development policy after
World War II, which has centred on ways
to counter a population influx and
expansion of industry, is at a major
turning point. The Tokyo Megalopolis
Region, which has been growing as one
of the biggest urban regions in the world,
has to grow further as a hub city in Asia
and as a city to lead the prosperity of
Japan. To fulfill this mission, Tokyo has
to be, above all, a dynamic and attractive
large city that can survive the
international competition of the 21st
century

33.
It is important to note that Tokyo has a very
extensive and mature network of rail based transit
which serves the Metropolitan area very well. During the 50 years between 1950 and 1999, Tokyo
built, on an average, 12 km of metro annually (Figure 6-7). Although the railway network in the Tokyo
region and Japan is very impressive, it should be noted that in the late 1980s the Japanese rail
system was in dire financial straits, buried under mountains of debt. This situation required the
central government to in effect, assume the railways debt and then to offer the private sector the
business opportunity to take ownership of the railways, essentially debt free.

Figure 6-6: Urban Axis Linking Core Cities

6-10

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Figure 6-7: Growth of Rail Based Public Transport Network in Tokyo

34.
Through the policy it was contemplated that the transportation will continue to develop highly
independent areas with such bases as the core cities, promote wide-area transportation integration
with the core cities of other prefectures, and focus development in a ring-form axis of cities (Figure
6-6). In addition, improvements to trunk roads by expanding on the road infrastructure, serving the
international airports, are also taking place, due to adopted transportation policies.
35.
Tokyo has projected 16 policy goals, 60 policy indicators and 35 strategies for attainment
over the 15 years. Some of them include:
(a) The percentage of salaried workers and students who spend less than an hour commuting (one way) to
downtown Tokyo, which was 33.1% in 1995, should be increased to 38.5% by 2015;
(b) There is a need to evaluate the present condition of the Tokyo Megalopolis Region, which has a population of
more than 33 million and is engaged in dynamic urban activity while performing the role of the national capital. It
is now considered inappropriate to discuss Tokyo's urban structure within a scope being limited to the Tokyo
Metropolitan Area alone. In order to realize the ideal image of a city, which is the objective, it must expand its
vision to cover the entire Tokyo Megalopolis Region.

A strategy to create the Tokyo Megalopolis Region should be carried out;

The Tokyo Megalopolis Region's structure should be reorganized; and
The Tokyo Megalopolis Region network should be structured, covering transportation, distribution, environment, disaster
prevention, urban resorts and administration.

(c) Cooperation among seven prefectures and cities should be strengthened to prevent the planned transfer of the
national capital's functions, establish a permanent consultative organ consisting of seven prefectures and cities
and the State, and bolster the revenue source for the improvement of social overhead capital.

Lessons from Tokyo

36.
By many measures, including a very high GDP in Tokyo of $45,000/capita (Mumbai $1000),
Tokyo is held out as one of the premier world class cities, which is still seeking ways to reinvent itself
to meet changes in the global Asian and Japanese economies. Japanese industries have been offshoring production to lower cost base countries and this has led to a proliferation of brown-field sites
in Tokyo, perhaps similar to the mill lands in Mumbai. The lesson for Mumbai is that a city cannot
LONG TERM TRANSPORTATION STRATEGY

6-11

TRANSFORM
rest on its laurels and must be vigilant, progressive and flexible in setting and modifying planning
goals to meet changes occurring beyond its physical limits, and in some respects, happenings
outside its immediate control.
6.3.4.

SEOUL, SOUTH KOREA

37.
One of the interesting characteristics of the Seoul Region is that it underwent a period of very
high growth between 1965 and 1995 with a population increase of 8 million. Mumbai grew by 11.5
million between 1971 and 2001. This high growth period in Seoul is now being considered as the
high quantitative model and the citizens of Seoul have now entered a period of healing the aftereffects of rapid growth including the restoration of unique historic and cultural attributes and the
natural environment of the Region. This is also being characterized as the growth management
model and includes dismantling large scale infrastructure projects (mostly elevated roadways) built in
the high growth period, well before the end of their useful life. More emphasis is now being given to
humanism, naturalism, and pedestrian transport and achieving quality of life objectives (Figure 6-8
and Figure 6-9).

Figure 6-8: SEOUL: A New Paradigm of Urban Planning

Figure 6-9: Chonggye-Cheon Restoration (Before and After)

6-12

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
38.
The future planning of Seoul is based on a
decentralized city with multiple nuclei ( Figure
6-10). The transportation objective is to maintain
the current transit modal split at 70% by expanding
the extensive metro, bus rapid transit and light rail
transit systems. This is similar to the planning
objectives of Tokyo.
39.
Policies to discourage the use of private
cars by imposing high fuel taxes, road tolling and
controlling the provision of parking in dense areas
are being applied, but in conjunction with improved
public transit.
40.
Strategies of balancing Transport Demand
Management (TDM) and Transport Supply
Management (TSM) are essential components of
Seouls efforts to provide a satisfactory level of
urban transport service.

Figure 6-10: Seoul Metropolitan Region Proposed:

2020 Spatial Structure

41.
Perhaps an important lesson for Mumbai is to be diligent in not constructing projects that will
require future healing to restore changing public desires for higher qualities of urban living. This
may be considered as a lofty goal when 50% of the population is living in slums. It does, however,
illustrate the conflict between meeting short term needs and objectives and taking a more holistic
view of how a world class city should function and be reflective of the right balance between quality
and quantity.
42.
Policies to discourage the use of private cars and promote public transit, with an increased
emphasis towards planned peripheral node intensification also provide pointers for future planning in
Mumbai.
6.3.5.

EDMONTON, C ANADA

43.
Edmonton is a relatively small city of one million people in Western Canada, in a Province
benefiting from large oil and natural gas revenues. Availability of money and space do not pose any
problem to the growth of the city, and Edmonton typically rates amongst the worlds top twenty best
places to live. . The City of Edmontons Transportation Master Plan Project is developing a new
long-term plan for improving the transportation systems in the city. The Plan has not been updated
since 1983, and since then, Edmonton has experienced immense growth in population, business,
industry, and traffic. This plan concerns a wide variety of elements of urban form and transportation,
including mobility, air quality and traffic. Two of Edmontons objectives are very simple and pointed
and would likely apply to Mumbai:
(a) Emphasis on providing alternative travel choices in the face of rising traffic congestion; and
(b) Emphasis on managing congestion, rather than eliminating it.

44.
Without sounding a defeatist, with the chronic traffic problems currently found in Mumbai, the
latter objective is probably applicable to densely built up areas of the Region, specifically in Greater
Mumbai

6.4.

SCENARIO APPROACH TO TRANSPORT STRATEGY ANALYSIS

45.
has a 25 year planning period, with 2031 as the horizon year. It is
anticipated that this time horizon will correspond to the next update of the MMRDA Regional Pan,
covering the period 2011-31.

LONG TERM TRANSPORTATION STRATEGY

6-13

TRANSFORM
46.
MMR is expected to experience profound and complex changes in the next 25 years.
Transport investment decisions should be based on the resiliency and robustness of projects to meet
several potential futures rather than being solely justified on one, somewhat uncertain future. This
will facilitate future planning deliberations that might have been constrained if infrastructure
investments were founded on a single land use forecast. that may be subject to change. In Chapters
1, 2 and 3 of this report, the rationale for the development and evaluation of alternative growth
scenarios for 2031 has been discussed in some details. With the agreement of the various parties
involved in the study, it is concluded that to attempt to forecast a single long term future of the urban
form of the MMR, at this point in time, is both unrealistic and might lead to formulating transportation
strategies that are too rigid and would not be responsive to the dynamics of shifting patterns and
priorities of urban growth and investment, The profound changes and investments that are
contemplated to be required in the MMR, to address the huge infrastructure, housing and social
amenity deficits and economic growth prospects, are far beyond historical experience.
47.
Mumbai could easily be labelled as one of the most complex and challenging cities to
manage and plan. It is difficult to reasonably define and model a single future for Mumbai with any
degree of confidence. The strategy of planning Mumbai that could have several futures and should
be viewed as an important part of transportation strategy formulation.
48.
Regional population forecast of 34 million for MMR is considered as a reasonable size for a
2031 time horizon. With an expanding economy and increasing enrolment of female students at all
levels of education, it is concluded that an overall workforce participation rate of 45% leading to a
regional employment of 15.3 million by 2031 would be reasonable for planning purposes of
.

6.5.

DEVELOPMENT CONCEPTS AND SCENARIOS FOR MMR

6.5.1.

SUPPLY OF DEVELOPABLE L AND

49.
A critical objective of the transportation study is to support both intensification and greenfield
development, in order to overcome the chronic shortage of supply of all forms of urban building
space in the region, and make it available at more affordable levels. The key issue is to assess what
levels and areas of transportation investment are required, in order that transportation is not an
impediment or deterrent to land development and/or social and economic growth. A reasonable
transportation objective should be to promote a reduction in the land component of development
values or costs by increasing the supply of both land and development rights and thereby hopefully
limit speculation due to supply shortages. It is not unusual for urban centres to have policies and
programs for maintaining a 10 year supply of available ready to go commercial, industrial,
institutional and residential land or density for development. This is done with the objective of
controlling property inflation, limiting speculation and being able to respond to employment
generating or economic growth oriented opportunities. Often in a global economy, securing these
opportunities is critically dependant on the short term availability of suitable developable land, as
compared to other competing national or international locations.
6.5.2.

GROWTH SCENARIOS

50.
A range of alternative growth scenarios with variations in distribution of population and
employment in the Greater Mumbai and Rest of the Region (RoR) have been evolved in order to
determine the sensitivity of the road and transit system networks, in terms of need, costs and
priorities, for distinctively different development options or strategies.
51.
The process involved short-listing from an original sixteen growth scenarios to six, and then
finally to three options. The options cover, what is considered as the extreme intensification within
Greater Mumbai to extreme containment of further growth in Greater Mumbai. It was initially
anticipated that transportation requirement for each option would clearly indicate the likely best
6-14

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
strategy for urban growth. But this did not prove to be the case. The two possibilities considered that:
(a) Greater Mumbai would continue its primacy over RoR and would attract investments that generate maximum
number of jobs and associated population increase. RoR will have lesser growth; and
(b) At the other extreme, initiatives like proposed SEZs, establishment of low polluting industries, creation of major
transport infrastructure in the form of a second international airport, third sea port, extension of expressways and
transit linkages and abundant low cost land would redirect the major investments to areas beyond Greater
Mumbai and that RoR will get all the benefit of employment generation and associated population growth.

52.
Between these two extremes of intensification and dispersal of employment and residential
growth, there could be many other possible scenarios, which are difficult to predict. Added to this is
the uncertainty of transport investment strategies, servicing constraints and land use integration. A
fundamental objective of the alternative scenario approach is to determine how robust or resilient are
individual transport project investments, to a variety of land development futures.
6.5.3.

INITIAL EVALUATION OF SIXTEEN SCENARIOS

53.
The process followed in evaluating the initial sixteen scenarios is documented in
Annexure 6-1. Generally the process followed the steps that are described in this Chapter for the
short-listing from six to three scenarios but in a simplified manner. While these sixteen options were
defined, it was acknowledged that the screening process would be relatively coarse and the number
of options had to be reduced for reasons of comprehension. Neither the transportation performance
criteria nor the capital costs, significantly formed discriminators in evaluating the scenarios. The final
selection of the six scenarios ( Figure 6-11) has been made in consultation with the TAC. These
scenarios reflect the multiple opinions of the committee members, who have extensive experience in
transportation and planning in the MMR. The short-listed scenarios maintain a wide range of
intensification options.
2005 Pop. 20.8 Mil
2005 Emp. 7.8 Mil
Population P1

21 Mil
RoR 13 Mil

MCGM

Employment E1
MCGM 11.4 Mil
RoR - 3.9 Mil

2005

Employment E2

Employment
MCGM 5.7 Mil
RoR 2.1 Mil

MCGM 9.7 Mil

RoR 5.6 Mil

Employment E3

7.2 Mil
RoR 8.1 Mil

MCGM

Employment E4

5.1 Mil
RoR 10.2 Mil

MCGM

2005
Population
MCGM 12.9 Mil
RoR 7.9 Mil

Population P2

18 Mil
RoR 16 Mil

MCGM

Population P3

Population P4

16 Mil
RoR 18 Mil

MCGM 14 Mil

MCGM

RoR 20 Mil

P1-E1

P2-E1

P3-E1

P4-E1

P1-E2

P2-E2

P3-E2

P4-E2

P 1-E3

P2-E3

P 3-E3

P4-E3

P1-E4

P2-E4

P3-E4

P4-E4

1st Shortlisting

Six Options

2nd Shortlisting

Three Options

2031 Pop. 34.0 Mil

2031 Emp. 15.3 Mil

Figure 6-11: Overview of Evaluation of Alternative Development Options

LONG TERM TRANSPORTATION STRATEGY

6-15

TRANSFORM
6.6.

CONCEPTUALISING TRANSPORTATION PLAN SOME KEY

CONSIDERATIONS

6.6.1.

NEED FOR VISIONARY BUT PRACTICAL STRATEGY

54.
The comprehensive transportation study for the Mumbai Region attempts to measure and
analyse the region over the last 25 years, particularly how the metropolitan area is functioning
presently from a transportation and land use perspective. The study objectives require that an
assessment of transportation demand and land use be made for, what is termed as, the short (10
year), medium (15 year) and long (25 year) term time frames.
55.
Twenty five years ago the population of the region was 10 million, which is now (2005) about
22 million; it is expected to grow to 34 million by 2031. Over the last 25 years, the number of cars
and two wheelers increased from 0.25 million to over 2.0 million and is expected to reach 9 million by
2031. During the same period, the number of auto rickshaws has also increased significantly, and
the combined effect of eight times more vehicles on the road network, particularly in Greater
Mumbai, is seen in the form of severe traffic congestion. While the travel demands have been
growing exponentially, investment for the expansion of transportation infrastructure has not kept
pace with it. With the deteriorating levels of service and overcrowding, Mumbai now has the
international reputation of being the worst congested city in the world, a status that is very
counterproductive to becoming a world class city.
56.
In the next 25 years MMR simply cannot repeat its last quarter century- the social and
economic losses and environmental impacts will be too great. Unfortunately, the Region has to deal
with a legend of neglect and cumulative deficits, while at the same time, accommodating huge
growth. This requires focused determination, perseverance and commitment from all public
agencies, private sector and the public at large. Fortunately there exists a great spirit of optimism
and confidence, that India in general and Mumbai in particular, have entered into an era of sustained
economic growth, and that with efficient planning and management, these transportation challenges
can be met. Some have suggested that the present institutional capacity to deliver transportation
improvements is more of a constraint than actual funding/resource availability to implement the
projects.
57.
One note of caution while forecasting scenarios, can be well reflected through the statement
made by a writer in the 1800s - no matter how carefully you measure the behavioural
characteristics of people today, the assumption that this will still hold in the future is by no means
certain. However, people have a tendency to respond more quickly to change than we would ever
expect. Another more recent saying perhaps encapsulates the challenge in Mumbai The best way to
predict the future is to invent it yourself. In many respects this is one of the goals of the

.
6.6.2.

BALANCED TRANSPORTATION

58.
Unless the supply of fuel to power private modes is exhausted, the continued growth in
private travel appears inevitable, particularly from the low levels of ownership in Mumbai3. This is a
testament of Mumbais historical and dense ribbon development along its rail corridors. However
many people enjoy the freedom and comfort of private transport and the automobile and oil
industries are powerful forces in promoting private travel. A key long term transportation strategy
should be to achieve balanced, integrated and sustainable public/private transportation systems to
meet the aspirations of the public for freedom and convenience of travel
59.
This strategy may be viewed as being in conflict with a Public Transport First Policy but
it is the nature of goals and objectives for large and complex urban regions. They are often
3

On a per capita basis the vehicle ownership in Delhi is four times higher than Mumbai.

6-16

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
conflicting and need a balancing and compromising management approach to trade-off the positives
and negatives. For instance, it is likely to translate into differently balanced transport systems in the
older and more dense/congested areas of the Region compared to the outer areas which can be
designed for higher levels of private vehicle ownership. This will enable individuals to make their
choice on the living and working lifestyles that best suites their values and aspirations. Providing
choices is the objective of
. The key question is, however, how much choice can
society afford in urban transportation?.
6.6.3.

TRANSPORT CORRIDORS

60.
In order to perceive the desired corridors for the expected Origin Destination matrices for the
horizon year 2031, for all possible scenarios, a spider net work has been created and the desires
have been assigned on the shortest paths. The resulting flow patterns indicate the likely major
corridors that need to be pursued before evolving the future network strategy. Figure 6-12 indicates
the corridors, which emerge based on the Public Transit as well as Private Automobile desire, for
transport scenario P3E3. A study of these desire patterns suggest the emergence of several high
capacity corridors:
(a)
(b)
(c)
(d)
(e)

North south corridor on western side;

Central corridor running along east coast, and turning in the easterly direction in MMR;
East west corridors to connect Mumbai main land with Navi Mumbai across the sea towards MMR region;
Emergence of new north south corridors through Navi Mumbai, Kalamboli regions; and
Emerging corridors connecting the SEZ areas with Navi Mumbai as well as the Island City.

Figure 6-12: Transport Corridors

6.6.4.

NEED FOR HIERARCHICAL TRANSPORT NETWORK

61.
It is evident that there is a need for hierarchical transport network to satisfy the range of
travel needs, that exists in the region, as presented in the previous section.
62.
Keeping in view the main requirement of encouraging mass transit system, the existing
railway network is to be exploited to introduce as many suburban services as feasible, without
affecting the regional rail requirements. The estimated flows indicate that suburban system alone
cannot satisfy the total public transit demand. For this purpose Metro systems need be introduced
on all those areas, which have not been catered to so far. Besides, it is also necessary to
supplement the public transport with Bus transit, on lanes reserved for them to increase their carrying
capacity and productivity. The approach is to make use of the proposed higher order highway
network to accommodate lower capacity transit technologies/ systems like Bus Rapid Transport
System (BRTS), Exclusive Bus Lanes (EBL), Monorail and Light rail.
LONG TERM TRANSPORTATION STRATEGY

6-17

TRANSFORM
63.
Fully access controlled freeway system (higher order road transport network) for long
distance inter-city and sub-regional traffic, major arterial system for intra city and intra sub-regions
traffic, and sub arterials and local road network for neighbourhood requirements are also needed.
64.
Transport network for the horizon year (2031) travel needs has been conceptualized keeping
in mind all the above discussed aspects contextual to MMR, so that the proposed transport network
is resilient to the various growth scenario..
65.
The type of network evolved is in accordance with the policies of NUTP to satisfy short
distance as well as long distance needs, such as given under:
(a) Exploiting suburban Rail systems to available extent, since they are the most extensively used system for
commuting purposes;
(b) Making use of the already committed Rail, Metro, and other projects to develop new extensions;
(c) Developing alternative Mass Transit corridors in areas not accessible by suburban system in the form of Metro
rail (mostly on at-grade);
(d) Designating BRTS on Expressway network for regional interconnections;
(e) Developing major arterial system to supplement Expressway system in serving sub regional level activities;
(f) Identifying road corridor which can act as bypasses for Regional traffic; and
(g) Identifying potential Truck corridors within Region.

66.
In addition there is a need to provide access to Bus, Rail, Port and Airport terminals. The
proposed network system has been suitably integrated to achieve this objective.
6.6.5.

CONCEPTUALISING FUTURE TRANSPORT PLANS

67.
Planning for an urban region, which in the next
25 years needs to double its living and working floor
space along with the infrastructure to support such
growth, requires a combination of insight, perception,
knowledge, fortitude, faith, realism, vision, creativity
and imagination. An appreciation of the risks and
benefits of decisions that need to be taken now and
how the planning can respond to changing
circumstances that will inevitable happen. If the
forecasts and expectations used in
are not realized, there is a good probability that the
errors will be in time rather than in quantity. To repeat
an earlier statement, we are in a phase of reinventing
Mumbai and conceptualizing the future or, more
correctly, the futures, which is a key part of that
process.
68.
The strategic transportation network, that is
likely to be needed to accommodate land
development strategies, is often an initial, critical and
judgmental step in the transport planning process.
Figure 6-13: Major Developments and
Typically, the development of transport networks
Opportunities for Greenfield Expansion
includes an assessment of various transportation
proposals that are on the drawing board or are contained in various historical studies and reports,
or are sanctioned. Many of these projects reflect considerable intellectual capital and knowledge,
extending back many years. The 25 year time frame for
and the assessment of the
population growth of the Region to 34 million does, however, contemplate horizons that have not
been examined in previous transport or land-use planning studies. It has, therefore, been
considered appropriate to blue sky transport concept plans that, at the very least, replicate the
existing transportation services available to the citizens of the region. Such a constrained option
6-18

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
would, however, not achieve the necessary improvements to the level and quality of service provided
by the existing transport facilities, which are so clearly inadequate. Therefore, it has been considered
necessary to seek long term transport strategies that achieve quantum improvements in service
levels, if Mumbai is to realize the goal of transforming the Mumbai urban conurbation into a world
class city with a vibrant economy. As already stated, this goal forms the basis for conceptualising
regional development and related transportation strategies.
69.
Figure 6-13 illustrates a few of the major developments and opportunities for greenfield
. There are many other projects and wide
expansion that have been considered in
ranging urban redevelopment intensifications that are taking place or being planned throughout the
MMR. These are adding to urban travel demands and have been provided for in the demand
forecasting process. A reasonable starting benchmark for whole of the region might be maintaining of
a similar level of transport service, which is currently being planned in the Greater Mumbai through
the proposed Mumbai Metro Master Plan. A further consideration in conceptualizing long term
transport plan for Mumbai Metropolitan Region, is the scale and balance of transport networks that
have been built in large successful urban communities across the world.

6.7.

TRANSPORT NETWORK AND SYSTEMS FOR EVALUATION

6.7.1.

BASE YEAR (2005) TRANSPORT NETWORK

70.
The base year transport network (Road/ Highway and sub-urban rail) of the study area has
been developed based on the road and rail network inventory surveys. A road network of around
2300 km and sub-urban rail network (Western and Central Railway) of around 400 km has been
considered for the base year transport network.
71.
The surveyed network is referred in terms of nodes and links. In case of rail network, stations
become the nodes. However, several ornamental nodes are introduced between two railway stations
to retain the approximate alignment of the network. In case of highway network, intersections (both
major and minor) and bus stops form the regular nodes. However, to replicate the ground reality,
several ornamental nodes are introduced. The details of node coding used in developing the
transport network are presented in Chapter 2 of this report.
72.
The latest data (Year 2005-06) on bus routes, frequencies, fare, etc., operated by BEST,
NMMT, TMT, KDMT, MSRDC, etc. in the study area have been collected from the respective
organizations and coded in the base year transport network. Similarly, information on line-wise
frequency of trains, fares, etc., on Western and Central Railway, has been compiled from latest
railway time tables.
6.7.2.

COMMITTED/APPROVED/PROGRAMMED/PLANNED PROJECTS

73.
Starting point for developing the horizon year (2031) transport network is the base year
(2005) transport network. In MMR, the planning authorities are active in planning the required
transport network for future demands. Several studies have been carried out for identifying and
prioritizing the transport corridors in MMR. The major projects which are under active
implementation/ progress are as follows:
(a) Capacity enhancements to Mumbai sub-urban railway system under Mumbai Urban Transport Project: Rail
Component (Phase I and Phase II);
(b) Metro system proposals in Greater Mumbai (Master Plan for Mumbai Metro);
(c) Mumbai Urban Transport Project: Road Component;
(d) MUIP Improvements including Eastern Freeway (Ghatkopar to Mukherjee Chowk) and Western Freeway (Bandra
to Nariman Point);
(e) Mumbai Trans Harbour Link (MTHL); and
(f) Metro system proposals in Thane (MRTS for Thane).

74.

Prima facie, existing transport network of MMR, even with additional capacity from committed

LONG TERM TRANSPORTATION STRATEGY

6-19

TRANSFORM
transport projects as discussed above is not sufficient to satisfy the horizon year travel demand.
Moreover, in the past, thrust was on improvement of transport infrastructure in Greater Mumbai as
compared to rest of the region. In addition, there are now major development projects under active
consideration in the region such as Special Economic Zones in Navi Mumbai, a new private port at
Rewas and Second International Airport in Navi Mumbai. These need to be connected with fast
linkages. Hence, in addition to the above, as part of
, Metro system has been
extended in to the region, higher order road transport network and major arterial roads have been
proposed to satisfy the horizon period travel demand, including that of new greenfield land
developments, intensification of existing urban areas, major development initiatives such as the
proposed International airport in Navi Mumbai and the SEZ lands. As already discussed in the
previous sections, transport network for the horizon year 2031 travel needs, has been prepared
keeping in mind several basic and functional aspects so that the proposed transport network is
resilient to the various growth scenarios.
75.
Besides
the
above described new
developments,
newly
identified
green-field
areas, beyond the local
authority/body
boundaries,
having
great
potential
for
locating
new
activity/employment
centres and associated
population.
The
identified green field
areas are shown in
Figure 6-14. It can be
observed in the figure
that the region has
possible growth areas,
mostly
between hill
ranges
(shown
in
green).
The
Figure 6-14: Nodal and Greenfield Development Potential
developable areas are
narrow linear portions within and between the hill ranges. This configuration presents great
opportunity for transit oriented development. The probable activity locations along the likely mass
transit corridors are presented in Figure 6-17. To a large extent, the introduction of new transport
corridors will promote development in these identified green field areas.
76.
A need for bypasses for some of the sub-regions of MMR and one bypass for the whole of
MMR, as identified during analysis of traffic flow in the sub-region, is an important aspect, which
needs to be taken into consideration while developing the transport network for the horizon year.
Further, along with the objective of comfortable travel by public transport (suburban, metro and bus),
there exists a need for extending the suburban rail and metro system in the rest of the region and
proposing a higher order road network on which dedicated bus operations can be carried out. Access
controlled higher order transport network, along with supporting arterial system which links it to the
major commercial and residential areas, also help in more efficient movement of private and goods
vehicles. Figure 6-15 and Figure 6-16 present the conceptual transport networks and Figure 6-17
displays the proposed transit and highway network, for testing and evaluation of six short listed
scenarios.
6-20

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Figure 6-15: Conceptual Rail Expansion

Transit Network:
Sub-urban (Blue) and Metro (Red)

Figure 6-16: Conceptual Freeway Expansion

Highway network:
Higher Order Links (Black) and Arterial (Red)

Figure 6-17: Transport Network for Horizon Year - Transit and Highway Network

LONG TERM TRANSPORTATION STRATEGY

6-21

TRANSFORM
6.8.

DISTRIBUTION OF POPULATION AND EMPLOYMENT BY ALTERNATIVE

GROWTH SCENARIOS

77.
The intent of structuring and selection of these alternative growth scenarios is to evaluate the
transportation needs, costs and operating characteristics of distinctively different long term (likely)
development patterns in the Region. The evaluation process adopted in the second level screening,
involves the development of separate land use/ transportation models and the conceptualization of
long term road and transit networks.
78.
The transportation modelling required the 2031 cluster forecasts to be subdivided initially into
171 zone groups and then into 1030 traffic zones ( Figure 6-18 and Figure 6-19). The strategic
allocations of employment and population levels, for the six short-listed scenarios, as presented in
Figure 6-20 to Figure 6-25, was initially done in consultation with MMRDA at the cluster level. The
traffic zone forecasts were then refined to establish the following socio-economic criteria that have
been used in travel forecasting process:
(a)
(b)
(c)
(d)
(e)

Population by Household Type;

Resident Work Force by Office, Industry & Other Employment at Home;
Work Force by Office, Industry and Other Employment at Place of Employment;
Resident Students at Home; and
Resident Students at Place of Education.

Figure 6-18: Allocation by Alternative Growth Scenarios

6-22

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Figure 6-19: Municipal Clusters & Traffic Zones

79.
The progressive allocation of socio-economic criteria has been based on an analysis of the
existing land use within the zone groups, the potential to intensify urban development, the availability
of brown-field and green-field lands, the intensification of development around existing suburban
railway stations and potential suburban and metro rail stations and in close proximity to existing and
proposed expressway and freeway interchanges. These nodal intensification opportunities are
illustrated in Figure 6-14.
80.
The population and employment forecasts, by traffic zones, involved quantitative methods as
well as long term judgmental planning assessments, particularly in the green-field areas where there
were no substantive background studies on areas such as service sector and environmental
constraints. The zone-wise forecasts have therefore, been considered as a first approximation of
their potential holding capacities. Transportation models for complex and expanding urban areas
need regular and systematic monitoring, recalibration and updation to reflect the most current
conditions. It is not unusual for this to be done every 5 years.
81.
Table 6-2 illustrates the parameters used for allocating additional population within the
eleven clusters and Table 6-3 and Table 6-4 show the distribution of additional population (in
absolute values and percentages respectively) in the intensified areas, green-field and industrial
lands, port land and in the redeveloped mill land.

LONG TERM TRANSPORTATION STRATEGY

6-23

TRANSFORM
11: Mira Bhayander

60

25

20

30

30

50

10

40

40

Sub-urban and Proposed Metro stations

40

30

30

25

20

30

30

20

60

30

40

Port Land

Mill Land

6
5

40

60

40

40

30

30

30

20

100

100

100

100

100

100

100

Industrial Land
Total

100

4: Thane

3: Eastern

2: Western

Vacant/Developable land

10

100

100

100

10: Bhiwandi

60

9: Pen-SEZ

50

7: Vasai-Virar

6: Kalyan
Dombivali

Area under Residential & Commercial Use

1: Island City

5: Navi Mumbai
/CIDCO

Parameters/ Clusters

8: Karjat-Khopoli/
Alibag Rural Area

Table 6-2: Additional Population Distribution Criterion: 2031 (%)

Table 6-3: Additional Population Allocation by Development Strategies (million)

Population
Scenario

Base Year
Population

Intensification
on Existing
Residential &
Commercial
Areas

Intensification
Around
Existing &
Proposed
Railway/Metro
Stations

Port
Land

Mill
Land

Greenfield
Land

Industrial
Land

2031 Target
Population

P1

20.82

5.83

4.67

0.08

0.12

2.18

0.30

34.00

P2

20.82

5.03

4.30

0.06

0.08

3.42

0.30

34.00

P3

20.82

4.22

4.63

0.03

0.04

4.03

0.23

34.00

P4

20.82

3.37

4.84

0.01

0.02

4.79

0.15

34.00

Table 6-4: Additional Population Allocation (in Percentage) by Development Strategies

Population
Scenario

Base Year
Population

Intensification
on Existing
Residential &
Commercial
Areas (% )

Intensification
Around
Existing &
Proposed
Railway/Metro
Stations (% )

Port
Lands
(% )

Mill
Lands
(% )

Greenfield
Lands (% )

Industrial
Lands (% )

2031 Target
Population

P1

20.82

44.2

35.4

0.6

0.9

16.5

2.3

34.00

P2

20.82

38.2

32.6

0.4

0.6

25.9

2.3

34.00

P3

20.82

32.0

35.2

0.2

0.3

30.6

1.8

34.00

P4

20.82

25.6

36.7

0.1

0.2

36.4

1.1

34.00

6-24

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Figure 6-20: Cluster Level Population and Employment Estimates: Scenario P2E1

LONG TERM TRANSPORTATION STRATEGY

6-25

TRANSFORM

Figure 6-21: Cluster Level Population and Employment Estimates: Scenario P1E2

6-26

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Cluster
Island
Western
Eastern

Total MCGM
Thane
Navi Mumbai/CIDCO
Mira Bhayander
Kalyan Dombivali
Bhiwandi
Vasai-Virar
Pen-SEZ
Rural Alibagh-Karjat-Khopoli
Total

Office
31.0% 1,990,000
35.0% 2,250,000
10.0%
640,000
75.9% 4,880,000
5.0%
320,000

7.0% 450,000
0.9%
60,000
4.0% 258,000
0.4%
25,000
1.5%
96,000
5.0% 321,000
0.2%
16,000
100.0% 6,426,000

Industrial
12.0%
18.0%
14.0%
44.0%

9.0%
9.0%
2.5%
9.4%
7.0%
4.5%
14.0%
0.8%
100.0%

Employment
Other
542,000
25.0%
812,000
25.0%
632,000
15.0%
1,986,000
65.0%
404,000
6.1%
404,000
8.3%
113,000
1.8%
422,000
5.8%
315,000
2.0%
202,000
2.6%
632,000
7.5%
35,000
0.9%
4,513,000
100.0%

1,090,000
1,090,000
654,000
2,834,000
264,000
360,000
78,000
255,000
87,000
115,000
327,000
41,000
4,361,000

E2
Tot. Emp.
3,622,000
4,152,000
1,926,000
9,700,000
988,000
1,214,000
251,000
935,000
427,000
413,000
1,280,000
92,000
15,300,000

P2
Population
14.1%
4,780,000
23.2%
7,880,000
15.8%
5,360,000
53.0%
18,020,000
7.7%
2,620,000
9.7%
3,300,000
4.0%
1,360,000
12.2%
4,150,000
3.9%
1,310,000
3.9%
1,310,000
4.0%
1,370,000
1.6%
560,000
100.0%
34,000,000

Figure 6-22: Cluster Level Population and Employment Estimates: Scenario P2E2

LONG TERM TRANSPORTATION STRATEGY

6-27

TRANSFORM

Cluster

Office

Island
Western
Eastern

25.0% 1,606,000
28.0% 1,799,000
514,000
8.0%
61.0% 3,919,000
7.0%
450,000

Total MCGM
Thane
Navi Mumbai/CIDCO
Mira Bhayander
Kalyan Dombivali
Bhiwandi
Vasai-Virar
Pen-SEZ
Rural Alibagh-Karjat-Khopoli
Total

10.0%
642,000
1.5%
95,000
6.5%
417,000
0.7%
45,000
3.0%
192,000
10.1%
650,000
0.2%
16,000
100.0% 6,426,000

Industrial
6.0%
8.0%
7.0%
21.0%

12.0%
14.0%
4.0%
15.0%
7.0%
8.0%
18.0%
1.2%
100.0%

Employment
E3
Other
Tot. Emp.
270,000
22.0%
960,000 2,836,000
361,000
916,000 3,076,000
21.0%
316,000
610,000 1,440,000
14.0%
947,000
57.0% 2,486,000 7,352,000
540,000
7.9% 343,000 1,333,000
630,000
10.9% 475,000 1,747,000
180,000
2.5% 110,000
385,000
675,000
5.8% 255,000 1,347,000
315,000
2.0%
87,000
447,000
360,000
3.9% 171,000
723,000
813,000
9.0% 393,000 1,856,000
53,000
0.9%
41,000
110,000
4,513,000
100.0% 4,361,000 15,300,000

P3
Population
12.0%
4,080,000
21.0%
7,140,000
14.0%
4,760,000
47.0% 15,980,000
7.7%
2,620,000
9.7%
3,300,000
4.0%
1,360,000
13.7%
4,660,000
3.9%
1,310,000
4.4%
1,480,000
8.0%
2,720,000
1.6%
559,078
100.0% 33,989,078

Figure 6-23: Cluster Level Population and Employment Estimates: Scenario P3E3

6-28

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Cluster

Office

Island
Western
Eastern

19.0% 1,220,000
17.0% 1,092,000
5.0%
321,000
41.0% 2,633,000
515,000
8.0%

Total MCGM
Thane
Navi Mumbai/CIDCO
Mira Bhayander
Kalyan Dombivali
Bhiwandi
Vasai-Virar
Pen-SEZ
Rural Alibagh-Karjat-Khopoli
Total

14.0% 900,000
1.5%
96,000
8.0% 513,000
0.8%
52,000
4.5% 288,000
22.0% 1,413,000
0.2%
16,000
100.0% 6,426,000

Industrial
4.0%
5.0%
6.0%
15.0%

12.0%
17.0%
6.0%
13.0%
7.0%
8.0%
21.0%
1.2%
100.0%

Employment
E4
Other
Tot. Emp.
180,000
15.0%
654,000 2,054,000
226,000
14.0%
611,000 1,929,000
270,000
12.0%
523,000 1,114,000
676,000
41.0% 1,788,000 5,097,000
540,000
9.9% 430,000 1,485,000
765,000
12.9% 561,000 2,226,000
271,000
3.0% 131,000
498,000
585,000
6.9% 300,000 1,398,000
315,000
2.0%
87,000
454,000
360,000
6.0% 260,000
908,000
948,000
17.5% 763,000 3,124,000
53,000
0.9%
41,000
110,000
4,513,000
100.0% 4,361,000 15,300,000

P3
Population
12.0%
4,080,000
21.0%
7,145,000
14.0%
4,760,000
47.0%
15,985,000
7.7%
2,620,000
9.7%
3,300,000
4.0%
1,360,000
13.7%
4,665,000
3.9%
1,310,000
4.4%
1,480,000
8.0%
2,720,000
1.6%
560,000
100.0%
34,000,000

Figure 6-24: Cluster Level Population and Employment Estimates: Scenario P3E4

LONG TERM TRANSPORTATION STRATEGY

6-29

TRANSFORM

Cluster

Office

Island
Western
Eastern

25.0% 1,606,000
28.0% 1,799,000
8.0%
514,000
61.0% 3,919,000
7.0%
450,000

Total MCGM
Thane
Navi Mumbai/CIDCO
Mira Bhayander
Kalyan Dombivali
Bhiwandi
Vasai-Virar
Pen-SEZ
Rural Alibagh-Karjat-Khopoli
Total

10.0% 642,000
1.5%
95,000
6.5% 417,000
0.7%
45,000
3.0% 192,000
10.1% 650,000
0.2%
16,000
100.0% 6,426,000

Industrial
6.0%
8.0%
7.0%
21.0%

12.0%
14.0%
4.0%
15.0%
7.0%
8.0%
18.0%
1.2%
100.0%

Employment
E3
Other
Tot. Emp.
22.0%
270,000
960,000 2,836,000
21.0%
361,000
916,000 3,076,000
316,000
14.0%
610,000 1,440,000
57.0% 2,486,000 7,352,000
947,000
540,000
7.9% 343,000 1,333,000
630,000
10.9% 475,000 1,747,000
180,000
2.5% 110,000
385,000
675,000
5.8% 255,000 1,347,000
315,000
2.0%
87,000
447,000
360,000
3.9% 171,000
723,000
813,000
9.0% 393,000 1,856,000
53,000
0.9%
41,000
110,000
4,513,000
100.0% 4,361,000 15,300,000

P4
Population
11.0%
3,740,000
18.0%
6,125,000
12.0%
4,080,000
41.0% 13,945,000
7.7%
2,620,000
11.7%
3,980,000
4.0%
1,360,000
13.7%
4,665,000
3.9%
1,310,000
5.4%
1,820,000
11.0%
3,740,000
1.6%
560,000
100.0% 34,000,000

Figure 6-25: Cluster Level Population and Employment Estimates: Scenario P3E4

82.
The base year (2005) and horizon year (2031) travel demand for P3E3 scenario, has been
assigned on the base year transport network, as presented in Figure 6-26, to illustrate the level of
traffic loading on road system and passenger loadings on sub-urban railway system. These
assignments indicate the huge gap in the supply of transport network to meet the travel demand of
horizon year 2031.

6-30

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Figure 6-26: Assignment of 2005 and 2031 Demand on base year (2005) network (Scenario P3E3)

83.
The main characteristics of these corridors are very high volumes of commuter traffic with
high proportion of public transport, followed by private and IPT modes. This indicates the need for a
very high capacity public transit system, not only in existing urban areas, but also in the newly
emerging green field areas. This can be achieved by augmenting the existing suburban rail system
and planning for Metro and Bus Rapid transit systems. With improved standards of living, vehicle
ownership levels are likely to shoot up in coming years, requiring extensive major arterial road based
systems to hold such traffic levels.
84.
Although it is possible to recommend high capacity rail transit as well as road based corridors
for mobility, there are other needs that cannot be ignored. For example, there are varied functions for
different modes such as IPT, two-wheeler, feeder buses, etc, that need to be integrated with main
LONG TERM TRANSPORTATION STRATEGY

6-31

TRANSFORM
corridors. Figure 6-27 indicates typical desire line diagrams for various modes of travel. Some act as
feeder services to transit system while others serve neighbourhood and district level activities. These
functions are to be taken care of along with the main corridors without disturbing their mobility
function.

Figure 6-27: Modal Desires for 2031

85.
In addition to the above, the Mumbai Metropolitan region, which is an agglomeration of
several isolated municipalities that are expanding rapidly to form urban continuum, experience traffic
that can be bypassed. The by-passable component of traffic (in vehicles/day) for major sub-regions
of MMR is presented in Figure 6-28 and the interaction among the sub-regions of MMR is presented
in Figure 6-29.

Figure 6-28: By-passable Traffic across the Sub-Regions of MMR (Base Year)

6-32

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Figure 6-29: Interaction amongst sub-regions (Base Year)

86.
There is a strong interaction amongst the sub-regions as well, as shown in the inter-regional
desires (Figure 6-29). These requirements are to be addressed properly for the expected traffic
flows.
87.
There is a moderate amount (less than 10%) of external traffic that passes through MMR (
Figure 6-30), for their travel between (rest of) Maharashtra and Gujarat and beyond4. Of the total
freight traffic intercepted at the outer cordons, it has been observed that about 87% of the vehicles
have either their origin or destination within MMR. A substantial percentage of this traffic is likely to
be the port bound/originating traffic. Therefore, the need has been felt to consider road corridors,
apart from dedicated rail freight corridors, that connect Mumbai Ports, with rest of the country. The
proposed transport networks have considered these interactions.

There is a moderate interaction between Pune and Ahmedabad. These vehicles have to pass through Mumbai.

LONG TERM TRANSPORTATION STRATEGY

6-33

TRANSFORM

Figure 6-30: Traffic Interaction at Outer Cordon (Base Year)

6.9.

EVALUATION OF SIX ALTERNATIVE GROWTH SCENARIOS

88.
Once the number of options is reduced to a manageable level of six growth scenarios, the
second step attempts to analyse the six, to determine the preferred scenarios for establishing the
long term strategies ( Figure 6-31). Simplified traffic models, using the 1031 traffic zones and a
distance based modal choice procedure, has been adopted for screening at this stage of analysis
The flows on identified rail, bus and road networks, has been assigned and the ability of the network
to carry these flows has been evaluated. Any network capacity deficiencies that need augmentation
have been quantified and the system costs adjusted. A brief outline of the transport network, travel
demand models used and the evaluation criteria adopted, has been given hereunder:
(a) Transport Network: A detailed transport network which includes committed metro projects (in Greater Mumbai
and Thane), proposed metro in RoR (as conceptualised in
), extension of suburban rail system
on existing railway corridors in the region, MUTP and MUIP improvements, major proposed projects such as the
MTHL, Worli-Bandra Sea Link and its extension to south up to Nariman Point (freeway standard) and new roads
proposed as part of
for the year 2031;
(b) Models: Region-level, purpose-wise trip generation models, purpose wise distribution models, purpose wise trip
length based mode split models, capacity constrained road assignment models with calibrated volume-delay
functions and turn-penalty functions and unconstrained transit assignment models have been developed. The
models are developed for morning peak period because, for public transport the morning peak period flows are

6-34

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
more critical from transport network supply point of view; and
(c) Evaluation Criteria: The criteria used for short-listing from six to preferred scenarios include (a) cost of the
transport network, (b) passenger trips, passenger-km, passenger-hours and average speed of public transport
modes (bus, suburban rail and metro), (c) passenger trips, trip length, vehicle km, vehicle hours and average
speed of private and IPT modes.

Figure 6-31: Population and Employment Matrix: Short-Listed Scenarios

89.
Travel demand estimation for the horizon year is complex, since it depends on large number
of variables that are also estimated for the horizon year. The complexities include a network system
with several modes, having mode restriction in certain geographical areas/ on certain routes and the
detailed zoning system. However, EMME is versatile and has the capacity to handle these
complexities well. The process adopted in modelling is briefly discussed in the ensuing paragraph.
90.
Each of the short-listed six scenarios has been analyzed by a separately established model
with the land use distribution being the major discriminating variable. Based on the controlling
population and employment levels discussed earlier, population and employment distributions are
allocated to each of the 1030 traffic zones. Individual traffic forecasts are generated by trip purpose
and by trip mode. These forecasts have been aggregated for vehicles (private vehicles, IPT modes
and goods vehicles) on a PCU (passenger car unit) basis and for public transport on person trip
basis. The internal travel demand i.e. Internal-Internal component of total demand has been
estimated from the travel demand models described in Chapter-5. The external travel demand, i.e.
Internal-External, External-Internal and External-External, components of total demand has been
estimated based on the external demand modelling procedure. The internal demand has been
estimated using identical trip generation and distribution criteria including uniform trip time
distributions and mode choice relationships. Mode choice at this phase of
is largely
governed by mode choice/trip distance relationships for each trip purpose, based on the observed
data for 2005. In effect, this maintained the predominant public transport mode of travel since the
private car currently has a very small component of travel market, and the opportunities to expand
the road capacity in existing urban areas are very limited.
91.
A brief description of the scenario wise estimated internal and external travel demands are
presented in the following sections.

LONG TERM TRANSPORTATION STRATEGY

6-35

TRANSFORM
6.9.1.

INTERNAL TRAVEL DEMAND

92.
Mode wise, morning peak period travel demand for the six growth scenarios has been
estimated as presented in Table 6-5.
Table 6-5: Scenario and Mode wise Internal Travel Demand (person trips): Morning Peak Period
Purpose
Car
Two Wheeler
Auto
Taxi
Train/Metro
Bus
Total

Base

232 212
376 399
352 874
77 130
2 529 234
1 181 304
4 749 153

P1E2

227 389
262 054
185 994
35 530
7 312 581
1 618 052
9 641 600

P2E1

303 876
257 236
184 636
44 297
7 525 807
1 468 463
9 784 315

Scenario
P2E2

P3E3

321 051
282 377
200 429
45 542
7 430 838
1 540 872
9 821 107

334 488
314 280
218 636
46 162
7 377 226
1 561 517
9 852 309

P3E4

351 234
351 812
232 852
46 042
7 303 718
1 564 283
9 849 941

P4E3

229 000
285 800
200 424
34 037
7 420 258
1 541 583
9 711 100

93.
A review of the growth of population, employment and external goods vehicle travel demand,
over the period 2005 to 2031 reveals that there has been 1.63 times growth in population, 2.04 times
growth in employment and 4.20 times growth in external goods vehicle travel demand. Based on
these observations, a conservative growth factor of 3.00 has been assumed for internal goods
vehicle travel demand by 2031.
94.
Total morning peak period internal goods vehicle travel demand for the Base year (2005) and
Horizon year (2031) for all the scenarios (P1E2, P2E1, P2E2, P3E3, P3E4 and P4E3) is 12,530 and
37,584 vehicles respectively. This total internal goods vehicle travel has been apportioned to 1030
zones, on the basis of population to get trip origin totals, and employment to get trip destination
totals. These trip ends are then balanced using the base year internal goods vehicle travel matrix as
seen, and replacing of zero cells with nominal unit value.
6.9.2.

EXTERNAL TRAVEL D EMAND

95.
The total morning peak period external travel demand has been estimated for private
vehicles, bus and trucks. It is, however, the same for all the scenarios, as the overall population and
employment forecasts are the same for the entire study area. The external travel demand for base
year, 2005, has been estimated separately for goods vehicles (LCV and Trucks), buses and
personalised vehicles (cars and two wheelers), for morning peak period as 8,539, 1,436 and 9,012
vehicle trips respectively. The estimated, peak period external travel demand, for the horizon year
(2031), for goods vehicles, buses and personalized vehicles is 33,436, 2,628 and 120,130 vehicle
trips respectively, whereas the growth factors for the same modes have been taken as approximately
4.00, 1.83 and 13.33, respectively. The average annual growth rate (at the external cordon) of goods
vehicles, buses and personalized vehicles is assessed at 2.35%, 5.48% and 10.47% respectively.
The external demand has been estimated at 71 zone level and thereafter expanded to 1030 zones
based on the distribution of total employment.
6.9.3.

NETWORK ASSIGNMENT

96.
The major objective of the network analyses is to determine the inadequacies of the network
being tested and assessing either network oversupply or network capacity deficiencies. This analysis
forms the basis for establishing alternative system costs. It is further observed that, because of the
uniform trip length distribution criteria, the mode choice and consequently the modal split between
private and public transport does not vary significantly amongst the scenarios.
97.
The modal travel assignment has been based on a capacity constrained (toll free) road
network for all modes other than public transport system, for which the capacity has been assumed
to be unconstrained. The reason for this analytical approach is that the physical and operating ability
to add transit capacity by new lines or operational expansion far exceeds the opportunities to add
more road capacity beyond that defined in the 2031 road concept plan. This also has the effect of
6-36

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
influencing modal choice. In addition, initial corridor capacity sensitivity assessments have been
undertaken to make adjustments to the base system costs. Each of the six scenarios is evaluated
against fixed long term transit and road concept plans. The plans and associated costs have been
thereafter adjusted based on preliminary capacity/ needs assessment.
98.
The forecasts of traffic growth to the year 2031 indicate an increase in private vehicular traffic
by 2 to 3 times and for public transport by 2 times as compared to 2005. This is illustrated in Figure
6-26.
99.
An important assumption has been that the existing suburban rail network is exploited to its
full potential because of the severe overcrowding on the lines and the excellent operating cost
efficiencies of the system. This includes the introduction of as many suburban services as feasible,
without compromising with the regional rail requirements. However, the estimated flows indicate that
optimization of the suburban rail system alone, at more acceptable passenger loading standards will
not satisfy the total public transit demand expected on the corridors. This confirms the need for other
parallel systems in the existing urbanized areas, and the expansion of rail based transit to serve
green-field areas on the mainland beyond Greater Mumbai. Further there is a need to consider other
lower capacity transit technologies, either as a transitional mode (to full metro) or as feeder routes to
serve stations on the suburban rail and metro lines and higher density development nodes, that
generate travel demand which exceeds the capacity of buses in mixed traffic.
100. The supplementary systems
include bus rapid transit (BRT), buses
operating in reserved lanes, light rail
transit (LRT), monorails and other
systems designed to operate on
exclusive rights of way, as illustrated in
Figure 6-32. These will increase the
capacity of road/ highway system. The
proposed higher order highway network
also takes care of public transport
requirements, partially.
101. A
freeway
system
with
complete access control (higher order
road transport network) for long
distance inter-city and sub-regional
traffic and a major arterial system for Figure 6-32: Indicative Capacities of Supplementary Transit
intra-city and intra-sub-regional traffic Technologies
movement have been proposed.
Commensurate with this, a network of sub-arterials and local roads for neighbourhood requirements
has also been included in the plan.
102. Transport network for the horizon year (2031) travel needs is prepared keeping in mind all
endeavours to propose a transport network, that is
the above discussed aspects.
resilient to variations by alternative growth scenarios. These are subsequently studied by
undertaking detailed analysis of the short-listed scenarios.
6.9.4.

SCENARIO-WISE ASSESSMENT OF FLOWS

103. The assigned passenger flows on sub-urban and metro network, along with the assigned
vehicular flows on highway network, for the six growth scenarios (P1E2, P2E1, P2E2, P3E3, P3E4
and P4E3), are presented in Figure 6-33 to Figure 6-38.
104.

The transport network for the horizon year has been prepared considering the travel

LONG TERM TRANSPORTATION STRATEGY

6-37

TRANSFORM
requirements within the study area. It is sufficient to cater to the travel desires forecasted for six
growth scenarios. The detailed analysis of the transit5 and highway flows, specific to each growth
scenario, necessitated removal of some links on which the flows were significantly low. These links
have been analysed carefully for the flows, before being deleted from the proposed horizon year
transport network. The deleted links have been presented, scenariowise, for the horizon year in
Annexure 6-2.

Population
Greater Mumbai: 21 m
RoR
: 13 m

Employment
Greater Mumbai: 9.7 m
RoR
: 5.6 m

Mode Split
Public Transport: 92.5%
IPT: 2.4%, Private: 5.1%

System Cost (INR million)

Transit: 1,236,750 (89.4%)
Roads: 147,330 (10.6%)

Figure 6-33: Suburban Rail/ Metro and Road Assignment (Scenario P1E2)

The capacity criteria adopted for transit evaluation is as follows: (a) The capacity of single track on Western Railway is
about 50,000 PHPDT by assuming capacity of 12 car rake with 7 persons/ sq.m with 3 minute headway train operations;
(b) Capacity of single track on Central Railway is 45,000 PHPDT by assuming capacity of 12 car rake with 7 persons/ sq.m
with 3.5 minute headway train operations, and (c) Capacity of single track on Metro is 50-60,000 PHPDT by assuming
capacity of 8 car rake with 6 persons/ sq.m with 2 minute headway.

6-38

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Population
Greater Mumbai: 18 m
RoR
: 16 m

Employment
Greater Mumbai: 11.4 m
RoR
: 3.9 m

Mode Split
Public Transport: 93.4%
IPT: 2.1%, Private: 4.5%

System Cost (INR million)

Transit: 1,266,680 (89.9%)
Roads: 145,320 (10.3%)

Figure 6-34: Suburban Rail/ Metro and Road Assignment (Scenario P2E1)

Population
Greater Mumbai : 18 m
RoR
: 16 m

Employment
Greater Mumbai: 9.7 m
RoR
: 5.6 m

Mode Split
Public Transport: 92.8%
IPT: 2.3%, Private: 4.9%

System Cost (INR million)

Transit: 1,238,080 (89.5%)
Roads: 145,320 (10.5%)

Figure 6-35: Suburban Rail/ Metro and Road Assignment (Scenario P2E2)
LONG TERM TRANSPORTATION STRATEGY

6-39

TRANSFORM

Population
Greater Mumbai: 16 m
RoR
: 18 m

Employment
Greater Mumbai: 7.2 m
RoR
: 8.2 m

Mode Split
Public Transport: 92.2%
IPT: 2.4%,Private: 5.4%

System Cost (INR million)

Transit: 1,245,290 (88.1%)
Roads: 168,400 (11.9%)

Figure 6-36: Suburban Rail/ Metro and Road Assignment (Scenario P3E3)

Population
Greater Mumbai: 16 m
RoR
: 18 m

Employment
Greater Mumbai: 5.1 m
RoR
: 10.2 m

Mode Split
Public Transport: 91.4%
IPT: 2.6%, Private: 6.0%

System Cost (INR million)

Transit: 1,189,640 (87.8%)
Roads: 168,400 (12.2%)

Figure 6-37: Suburban Rail/ Metro and Road Assignment (Scenario P3E4)

6-40

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Population
Greater Mumbai: 14 m
RoR
: 20 m

Employment
Greater Mumbai: 7.2 m
RoR
: 8.2 m

Mode Split
Public Transport: 92.2%
IPT: 2.5%,Private: 5.3%

System Cost (INR million)

Transit: 1,227,440 (88.2%)
Roads: 165,000 (11.8%)

Figure 6-38: Suburban Rail/ Metro and Road Assignment (Scenario P4E3)

105. As already mentioned, the screening of six growth scenarios lead to the selection of three
scenarios that best characterize the range of possible futures for the MMR.
6.9.5.
106.
(a)
(b)
(c)
(d)

CRITERIA FOR EVALUATION

The following set of criteria is adopted for evaluating the growth scenarios:

Cost of transport network;

Pass-km, pass-hr and average speeds of bus, suburban rail and metro;
Vehicle-km, vehicle-hr and average speeds of private vehicles and IPT modes; and
Average trip length of bus, suburban rail and metro.

Cost of Transport Network

107. The total cost of horizon year transport network is assessed to be INR 1,585,920 million at
2005-06 prices6. Of this the cost of transport network proposed under transit (Sub-urban rail and
Metro) and highway systems is INR 1,357,180 million and INR 228,740 million respectively, with the
ratio of the two being 85.6%:14.4%. Corridor-wise cost estimates are presented in Annexure 6-3.
108. This transport network, as aforementioned, is loaded with the transport demand under each
of the six growth scenarios, which lead to deletion of some of the under-utilised corridors, as a result
of which, there has been a reduction in the cost of total transport network, for each of the growth
scenarios. The final cost of transport network, thus arrived, has been presented in Table 6-6.
Comparative assessments of the costs indicate that the small cost differences between the six
scenarios are well within the margin of error of cost estimation at this stage of analysis. It is,
6

The cost of horizon year transport network has been further updated during the course of analysis of short-listed
scenarios, the details of which are presented in respective/subsequent sections.
LONG TERM TRANSPORTATION STRATEGY

6-41

TRANSFORM
therefore, concluded that total capital cost differences do not provide a significantly distinguished
ranking parameter amongst the scenarios. However, each scenario is ranked and the details are
presented in Table 6-6.
Table 6-6: Scenario Wise Comparison: Cost of Transport Network

Scenario

Reduction in Cost by deleting

some road and transit links
(INR x 10 billion)
%
%
Road Transit
Total
Road Transit

P1E2

8.14

P2E1
P2E2

Adjusted Cost of Transport Network

(INR x 10 billion)
Road

Transit

Total

%
Road

%
Transit

Ratio
to
Max.
Cost

Cost
based
Ranking
of
Scenario

12.04

20.18

40.33

59.67

14.73

123.68

138.41

10.64

89.36

0.98

8.34

9.05

17.39

47.97

52.03

14.53

126.67

141.20

10.29

89.71

0.99

8.34

11.91

20.25

41.19

58.81

14.53

123.81

138.34

10.50

89.50

0.98

P3E3

6.04

11.19

17.23

35.04

64.96

16.84

124.53

141.37

11.91

88.09

1.00

P3E4

6.39

16.75

23.14

27.61

72.39

16.48

118.96

135.44

12.17

87.83

0.96

P4E3

6.38

12.97

19.35

32.95

67.05

16.50

122.74

139.24

11.85

88.15

0.98

Public Transport Loads

109. In case of public transport modes, passenger-km, passenger-hour and average speeds,
indicate the operational efficiency of its network. Scenario wise comparison of these parameters for
the horizon year and the base year, is presented in Table 6-7. The variation of speeds across the
scenarios is marginal. The reason for this is that the analysis of rail system is based on
unconstrained capacity and on a uniform trip length distribution resulting in the operating
performance criteria being similar. The overall rankings given for each scenario are presented in
Table 6-7; however the differences are insignificant.
Table 6-7: Scenario Wise Comparison of Passenger-km, Passenger-hr and Average Speed: Public Transport
Modes
Scenario
P1E2
P2E1
P2E2
P3E3
P3E4
P4E3
Base Year

Pass-km
(million)
8.3
8.3
7.9
7.0
6.0
6.7
12.52

Bus
Pass-Hr.
(million)
0.46
0.46
0.44
0.39
0.34
0.37
1.05

Speed
(kmph)
18.05
18.05
18.04
17.97
17.91
17.95
11.95

Suburban & Metro

Pass-km
Pass-Hr.
Speed
(million)
(million)
(kmph)
155.6
4.5
34.32
178.2
5.5
32.23
169.2
4.9
34.46
166.7
4.8
34.67
161.3
4.9
32.73
172.0
5.3
32.58
47.32
1.36
34.86

Pass-km
(million)
163.9
186.4
177.0
173.7
167.3
178.7
59.84

Total (PT)
Pass- Hr.
(million )
5.0
6.0
5.3
5.2
5.3
5.7
2.41

Speed Ranking
(kmph)
32.83
1
31.15
3
33.12
1
33.42
1
31.79
2
31.62
3
24.82

Average Trip length of Public Transport

110. Average trip lengths of public transport modes, for all the scenarios as well as for the base
year, are presented in Table 6-8. The average trip lengths of buses reduce due to the transfer of its
trips to metro, whereas for suburban rail and metro it increases marginally. Across the scenarios, the
average trip length of bus varies from 3.84 to 7.65 kms and the average trip length of suburban rail
and metro varies between 21.99 and 23.68 kms. The scenario wise raking is carried out with bus as
one mode and rail and metro combined. Final ranking is done by giving weight to the percentage of
passenger trips by bus and sub-urban rail and metro modes. Details of the same are presented in
Table 6-8. Variances are observed to be relatively small by alternative growth scenarios.
Table 6-8: Scenario Wise Comparison of Average Trip Length: Public Transport Modes
Scenario
Base Year
P1E2
P2E1

6-42

Pass. Trips (Million)

Rail and
Bus
Metro
1.38
2.33
1.08
7.08
1.47
7.53

Trip Length (kms)

Rail and
Metro
9.06
20.32
7.65
21.99
5.62
23.68
Bus

Bus
6
5

Ranking
Rail and
Metro
1
6

Weighted
Ranking
2
3

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
Scenario
P2E2
P3E3
P3E4
P4E3

Pass. Trips (Million)

Rail and
Bus
Metro
1.54
7.43
1.56
7.38
1.56
7.3
1.54
7.42

Trip Length (kms)

Rail and
Bus
Metro
5.1
22.77
4.46
22.60
3.84
22.08
4.34
23.18

Ranking
Rail and
Bus
Metro
4
4
3
3
1
2
2
5

Weighted
Ranking
2
1
1
2

Intermediate Public Transport/ Private Vehicle Loads

111. In case of private vehicles and IPT modes, vehicle-km, vehicle-hour and average speed of
vehicles in the horizon year, along with those in the base year is presented in Table 6-9. Compared
to the base year, the speeds have been observed to have increased from 31 kmph to 45 kmph which
is 50% higher than the base year. The average speed of private vehicles and IPT modes, across the
scenarios, vary between 39.90 and 48.08 kmph, which is significant. Ranking has been given to each
growth scenario as presented in Table 6-9.
Table 6-9: Scenario Wise Comparison Veh.-km, Veh.-hr and Average Speed: Private vehicles and IPT Modes
Scenario

Veh-Km (million)

Veh-hrs (million)

Base Year
P1E2
P2E1
P2E2
P3E3
P3E4
P4E3

6.25
13.43
13.17
13.23
13.26
13.31
13.33

0.20
0.34
0.28
0.28
0.28
0.28
0.33

6.9.6.

Avg. Speed
(kmph)
31.35
39.90
47.00
46.94
48.08
46.93
40.14

% of Max Avg.
Speed

Ranking

82.99
97.75
97.63
100.00
97.62
83.50

3
2
2
1
2
3

COMPARATIVE E VALUATION AND SHORT-LISTING

112. The ranking of the growth scenarios, based on different set of criteria as discussed, provides
the basis for selection of three best growth scenarios out of six growth scenarios. It has been felt
appropriate to use a combination of various criteria for selection of three preferred growth scenarios,
rather than just a single criterion, as summarized in Table 6-10. The overall ranking derived from the
criteria-wise ranking indicates that, P2E2, P3E3 and P3E4 scenarios are relatively the best scenarios
for further detailed analysis. The findings were presented to the TAC. TAC confirmed and approved
that, scenarios P2E2, P3E3 and P3E4 encompassed a distinctive and reasonable range of
alternative development strategies for intensification within Greater Mumbai to intensification in rest
of MMR. They represented appropriate options to be carried forward in completing
,
on the planning principle that the long term transportation strategies should respond to several
futures rather than reflect a single development future.
Table 6-10: Comparative Evaluation of Growth Scenarios
Scenario

Cost of Transport
Network

P1E2
P2E1
P2E2
P3E3
P3E4
P4E3

2
3
2
3
1
2

6.10.

Average Speed of
Bus, Suburban &
Metro
1
3
1
1
2
3

Average Speed
of PV & IPT
Modes
3
2
2
1
2
3

Trip Length of Bus,

Suburban & Metro
2
3
2
1
1
2

Overall
Ranking
8
11
7
6
6
10

SHORTLISTING OF POTENTIAL GROWTH SCENARIOS FOR

PREPARATION OF TRANSFORM

113. The analysis of the three short-listed scenarios, as shown in Figure 6-39, has been carried
out with mode-split models and assignment parameters. The transport network and models
considered for the analysis are as follows:
114.

Planning Parameters:

The 2031 traffic zone planning parameters for each scenario,

LONG TERM TRANSPORTATION STRATEGY

6-43

TRANSFORM
including the distribution of population and employment were further revised in consultation with
MMRDA. These revised parameters have been used for further analysis and application of model.
The TAC proposed inclusion of some additional road links and changing of suburban rail corridor
parallel to MTHL to a metro corridor. The suggestions were considered and the transport network
has been updated. Cluster wise population and employment distribution for the short-listed growth
scenarios i.e. P2E2, P3E3 and P3E4 are presented in Figure 6-40, Figure 6-41 and Table 6-11.
2005 Pop. 20.8 Mil
2005 Emp. 7.8 Mil
Population P1

21 Mil
RoR 13 Mil

MCGM

Employment E1
MCGM 11.4 Mil
RoR - 3.9 Mil

2005
Employment
M CGM 5.7 Mi l
RoR 2.1 M i l

Employment E2
MCGM 9.7 Mil

2005
Populat ion

M CGM 12.9 Mi l
RoR 7.9 M il

Popu lation P2

Popu lation P3

Population P4

18 Mil
RoR 16 Mil

MCGM 16 Mil

MCGM 14 Mil

RoR 18 Mil

RoR 20 Mil

MCGM

P1-E1

P2-E1

P3-E1

P4-E1

P1-E2

P2-E2

P3-E2

P4-E2

P 1-E3

P2-E3

P 3-E3

P4-E3

P1-E4

P2-E4

P3-E4

P4-E4

RoR 5.6 Mil

Employment E3

7. 2 Mil
8.1 Mil

MCGM
RoR

Employment E4

5.1 Mil
10.2 Mil

MCGM
RoR

1s t Shortl isting

Six Options

2nd Shortli sting

Three Options

2031 Pop. 34.0 Mil

2031 Emp. 15.3 Mil

Figure 6-39: Population-Employment Distribution Matrix

2005

P2

P3

3.4

Figure 6-40: Population Distribution

Figure 6-41: Employment Distribution

6-44

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
Table 6-11: Population-Employment Distribution by Cluster
Cluster
Island City
Western Suburbs
Eastern Suburbs
Total Greater Mumbai
Thane
CIDCO/ Navi Mumbai
Kalyan
Vasai-Virar
Pen-SEZ
Bhiwandi
Mira-Bhayander
Total RoR Urban
Rural
Total MMR

2005
Population
3,390,729
5,627,564
3,842,709
12,861 5003
1,518,806
1,464,647
2,247,382
712,964
121,495
678,763
632,476
7,376,534
583,866
20,821,403

2031 P2
2031 P3
2005
2031 E2
2031 E3
2031 E4
Population Population Employment Employment Employment Employment
4,780,000
4,080,000
2,292,000
3,622,000
2,836,000
2,054,000
7,880,000
7,145,000
2,213,000
4,152,000
3,076,000
1,929,000
5,360,000
4,760,000
1,127,000
1,926,000
1,440,000
1,114,000
18,020,000 15,985,000
5,632,000
9,700,000
7,352,000
5,097,000
2,400,000
2,620,000
409,000
990,000
1,333,000
1,485,000
3,000,000
3,300,000
559,000
1,215,000
1,747,000
2,170,000
4,150,000
4,665,000
462,000
935,000
1,500,000
1,760,000
1,700,000
2,200,000
166,000
500,000
920,000
908,000
1,730,000
2,000,000
22,000
1,090,000
1,250,000
2,400,000
1,250,000
1,310,000
255,000
427,000
548,000
600,000
1,250,000
1,360,000
148,000
351,000
490,000
700,000
15,480,000 17,455,000
2,021,000
5,508,000
7,788,000
10,023,000
500,000
560,000
102,000
92,000
160,000
180,000
34,000,000 34,000,000
7,755,000
15,300,000
15,300,000
15,300,000

115. Transport Network: An updated and more detailed transport network has been defined,
which includes transit and road projects not considered in the initial second level screening, for
example complete Western Freeway extending from Nariman Point to Vasai and NH 8. The northerly
section of this freeway is to be initially constructed as a limited access controlled arterial road, to be
later converted to freeway standards. The proposed suburban rail and metro networks and the higher
order road network considered for evaluation, are given in Figure 6-42 and
Figure 6-43
respectively. While these road and transit plans may be viewed as ambitious when compared with
other major cities, as shown in Figure 6-44 and Figure 6-45, the conceptual networks are to be
considered as being somewhat moderate, particularly in the provision of rail based transit. While
Mumbai is unique, lessons can be learnt from these cities on the strategic transport policies and
planning actions they considered necessary to cope with modern day urban transportation demands
and related economic objectives. Although India and Mumbai have not yet attained the economic
maturity of these cities, the degree of traffic congestion and overcrowding of public transit in Mumbai,
surpasses all of these cities.
116. This comparison illustrates that transport needs of large global cities require bold and
sustained planning and investment in putting in place adequate transport infrastructure. However it
should be noted that the global cities are also not accepting transport status quo position, and are
vigorously enhancing their infrastructure to remain globally competitive and to satisfy the demands of
their economies and their citizens.
117.
Why is Mumbai seemingly out of step with these international cities? This is a very complex
question. But the rapid, unplanned and transient nature of Mumbais growth, outstripped its ability to
plan and fund adequate infrastructure. Other key factors include the over-reliance on the suburban
rail system and the very unusual travel characteristics that 50% of people walk to work. This has
allowed Mumbai to function in this distressful conditions.
118.

On account of many years of deficit and/or neglect, implementation of the proposals of

is likely to be both fiscally and institutionally challenging. But significant and
fundamental steps are now being taken in the right direction as described in earlier sections of this
Chapter.
supports and expands from these actions and the visions they represent.

LONG TERM TRANSPORTATION STRATEGY

6-45

TRANSFORM

Figure 6-42: MMR Suburban Rail and Metro Network 2031

6-46

Figure 6-43: MMR Higher Order Highway Network 2031

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Figure 6-44: Comparison of Mumbai Major Transit Concept Plan with Other Major Cities

LONG TERM TRANSPORTATION STRATEGY

Figure 6-45: Comparison of Mumbai Major Road Concept Plan with Other Major Cities

6-47

TRANSFORM
6.11.

MODELING AND EVALUATION FOR TRANSFORM

6.11.1.

MODELING APPROACH

119. The modelling at the third level of evaluation incorporated several refinements in trip
generation and distribution models, and purpose specific calibrated mode-split models and using
utility equations. Capacity constrained road assignment models with custom calibrated volume-delay
functions and turn-penalty functions have been applied. Detailed operational parameters and
expanded networks for suburban rail, metro and bus have been included in the model as described
in Chapter 5. The assignment parameters used in horizon year network analysis are presented in
is presented in
Annexure 6-4. The modelling procedure followed for this phase of
Figure 6-46.

Figure 6-46: Modeling Procedure for Horizon Year (2031)

6.11.2.

INTERNAL TRAVEL DEMAND A SSESSMENT

120. Purpose wise trip ends have been estimated based on the regional level trip generation
equations. These trips have been distributed using the purpose wise calibrated distribution models
by subdividing work trips into three employment sectors (office, industry and other employment). This
6-48

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
required a careful assessment of traffic zones socio-economic factors, outside the transport model,
rather than attempting to calibrate a transport model that explained variations in socio:economic
characteristics that are evident across the region.
121. A detailed mode split model has been used for modelling the mode choice. Utility equations
for metro have been developed based on the utility equations of other modes, previous studies, etc.
The major inputs for mode-choice models include estimates of zone-level average percentages of
households with vehicle availability by horizon year (2031), time skims, cost skims and out of vehicle
distance (for public transport modes).
122. Using a vehicle availability model, zonal average percentages of household with vehicle
availability by horizon year (2031) have been estimated for 171 zones, which has been then
extrapolated to 1030 zones. Other inputs such as time skims, cost skims and out of vehicle distance
have been estimated from the assignment runs and transport network.
123. The internal goods vehicle travel for the base year has been derived as explained in Chapter
57. The internal goods travel demand for horizon year (2031) has been estimated based on the
following primary and secondary data:
(a)
(b)
(c)
(d)
(e)

Internal goods vehicle matrices for base year 2005 (1030 zone level)
Classified traffic volume count data and OD data at Outer cordons, sub-regional cordons and Inner Cordons
Growth of population and employment in the study area (MMR) from 2005 to 2031
Growth of external goods vehicle travel from 2005 to 2031
Zonal population and employment data for the three short-listed scenarios for the horizon year (1030 zone level)

124. With the adopted growth factor of 3.0 for the increase in travel demand for the goods vehicle
(between 2005 and 2031), the estimated total number of goods vehicles trips (LCVs and Trucks) in
the study area for all the scenarios (P2E2, P3E3 and P3E4) has been assessed to be approximately
37,584 during the morning peak period, by 2031. This total internal travel demand has been
apportioned to 1030 zones, on the basis of population to get trip origin totals and employment to get
trip destination totals.
6.11.3.

EXTERNAL TRAVEL D EMAND ASSESSMENT

125. External travel demand8 plays a crucial role, especially for traffic flows along corridors
connecting the MMR with the rest of study MMR (i.e. National and State highways). External travel is
also important on sub-regional corridor connectors, such as Vashi Creek Bridge, Airoli Bridge,
Western Express Highway, Eastern Express Highway, Sion-Panvel Highway and ThaneGhodbunder Road. The corridors connecting ports and major trucking locations such as the Wadala
Truck Terminal Road, Rafi Ahmed Kidwai Road, DMello Road and NH4B are also heavily impacted
by external traffic.
126. As already explained, the external travel demand has been estimated and distributed across
1030 zones based on the employment levels. The three alternative growth scenarios (P2E2, P3E3
and P3E4) have been individually analysed. The trip distribution and travel assignments are based
on a capacity constrained principal, while maintaining the existing base year tolls and assuming tolls
on the Western Freeway, MTHL, Eastern Freeway and the other higher order transport road
linkages. The analysis assumes unconstrained capacity of public transport system. This also has the

7
Parts of MMR are highly industrialized. Parts of Eastern Suburbs, Thane and Navi Mumbai house major industries. In
addition, there are two major ports (Mumbai Port and Jawaharlal Nehru Port) of India located in the region. While these
are well connected with rest of the country by road and rail transport, freight traffic movement within the region arising
because of these areas as well as its interaction with rest of the country play an important role in planning of transport
infrastructure requirements for the horizon year 2031.
8

Passenger and goods vehicle travel from inside MMR to outside of MMR (Internal to External), from outside MMR to inside
MMR (External to Internal) and through MMR (External to external).
LONG TERM TRANSPORTATION STRATEGY

6-49

TRANSFORM
effect of influencing modal choice and allows initial corridor capacity sensitivity assessments to
adjust the base system costs.
127. Mode-wise entry toll rate to Greater Mumbai (at Dahisar Check Naka, Mulund Check Naka,
Airoli Bridge, Vashi Check naka) has been fixed as:
Car
Taxi
Bus
LCV
Trucks

: INR 25.00
: INR 25.00
: INR 50.00
: INR 30.00
: INR 40.00

128.

Mode-wise toll rates used for the Western Freeway, MTHL and Eastern Freeway are:

Car
Taxi
LCV
Trucks

: INR 5.00/km
: INR 5.00/km
: INR 10.00/km
: INR 15.00/km

129.

Toll rates used on higher order transport corridors are:

Car
Two Wheeler
Auto
Taxi
LCV
Trucks

6.11.4.

: INR 1.00/km
: INR 1.00/km
: INR 0.50/km
: INR 1.00/km
: INR 2.00/km
: INR 3.00/km

SCENARIO-WISE ASSESSMENT OF FLOWS

130. Outputs from the model have been analysed to arrive at the scenario-wise and mode-wise
person trips and mode split for the horizon year (2031). These are presented in Table 6-12 and Table
6-13. Following inferences are drawn based on the observation of mode-wise person trips in the
base year and horizon year:
(a) Over a period of 26 years, it is estimated that, the private vehicles (Two wheeler and car) share will increase from 12.8% in the
(b)
(c)
(d)
(e)
(f)

base year to 23.8% in case of P2E2,, 23.9% for P3E3, and 21.5% in case of P3E4, which is consistent with growing private
vehicle ownership levels and changing urban form in the study area;
The IPT trips (Auto Rickshaw and Taxi), are expected to decrease from 9.1% in 2005 to 5.1% (P2E2), 5.1% (P3E3), 4.4%
(P3E4) by 2031;
Bus trips are expected to decrease from 24.9% to 9.6% (P2E2), 9.0% (P3E3), 8.5% (P3E4);
Trips by Sub-urban rail is expected to decrease from 53.3% to 31.9% (P2E2), 32.2% (P3E3), 30.7% (P3E4) by 2031;
The decrease in share of IPT mode trips and Bus and Sub-urban trips is due to diversion of trips from these modes to metro as
connectivity by metro network is extensive and the metro stations are spaced at one km interval;
Public Transport trips (Sub-urban rail, Metro and Bus) are expected to decrease from 78.1% in 2005 to 71.2% (P2E2), 71.0%
(P3E3), 74.1% (P3E4) in the three growth scenarios. The difference of PT share among the scenarios is in-significant.
However, the share of PT in P3E4 is highest as compared to other two scenarios.

Table 6-12: Scenario-wise and mode-wise Person Trips (in million) for Horizon Year (2031) : Base Case
Mode
2005
P2E2
P3E3
P3E4
0.23
1.08
1.09
1.00
Car
0.38
1.32
1.33
1.22
Two Wheeler
0.35
0.39
0.40
0.37
Auto
0.08
0.12
0.12
0.09
Taxi
1.18
0.97
0.91
0.87
Bus
2.53
3.22
3.24
3.17
Train
3.00
3.00
3.60
Metro
4.75
10.11
10.08
10.31
Total
0.61
2.40
2.41
2.22
PV (Car & TW)
0.43
0.51
0.52
0.45
IPT (Auto & Taxi)
3.71
7.19
7.15
7.64
PT (Train, Bus, Metro)
Total
4.75
10.11
10.08
10.31
Base Case: In the Base case, the fare for public transport modes has been used as per the weighted fare models.(Metro fare is
equal to 1.5 times the Bus fare)

6-50

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
Table 6-13: Scenario-wise mode-split (%) for Horizon Year (2031): Base Case (%)
Mode

2005

P2E2

Car

4.9

Two Wheeler

7.9

Auto

7.4

Taxi

1.6

Bus

24.9

Train

53.3

Metro
Total
PV (Car & TW)
IPT (Auto & Taxi)
PT (Train, Bus, Metro)
Total

6.11.5.

0.0
100.0
12.8
9.1
78.1
100.0

P3E3

10.67
13.08
3.84
1.23
9.63
31.86
29.68

P3E4

10.77
13.16
3.94
1.17
9.01
32.18
29.76

9.67
11.84
3.56
0.84
8.45
30.70
34.94

100.0

100.0

100.0

23.75
5.07
71.18

23.93
5.11
70.96

21.51
4.40
74.09

100.0

100.0

100.0

COMPARISON OF SHORT- LISTED GROWTH SCENARIOS

131. The objective of comparing the scenarios is to study the response of the proposed transport
network to the travel demand of the short-listed growth scenarios i.e. P2E2, P3E3 and P3E4. The
analysis and formulation of the three future scenarios is used as a guide in refining the
recommended transportation strategies. The proposed evaluation criteria include various measure of
effectiveness for each growth scenario as detailed below.
Comparison Criteria
132.

The following criteria have been adopted for evaluating the growth scenarios:

(a) Passenger-km, Passenger-hour and average speeds of public transport modes;

(b) Vehicle-km, Vehicle-hour and average speeds of Private Vehicles and IPT Modes; and
(c) Average Trip length of public transport modes.

133. Comparative evaluation of growth scenarios, considering the above stated criteria is
discussed in the following sections.
6.11.6.

PASSENGER K ILOMETER, P ASSENGER HOURS AND AVERAGE SPEEDS

Public Transport Modes

134. Scenario wise comparison of parameters for the horizon year along with the base year is
presented in Table 6-14. Compared to the base year, the speeds are seen to have increased from
12 kmph to 24 kmph in case of bus and from 35 to 39 kmph in case of sub-urban train. It is pertinent
to mention here that, the speeds reported are based on multi-modal i.e. train as main mode and bus
or metro as access or egress mode. Similarly, for metro, the access or egress modes considered are
either bus or sub-urban train. Hence, the speeds for metro and sub-urban train represent the speed
of combined modes i.e. main mode and access/ egress modes. In case of base year, bus has been
considered as access or egress mode for sub-urban train. In horizon year, presence of metro with
bus or sub-urban train as access or egress mode and sub-urban mode as main mode with bus or
metro as access or egress mode facilitates usage of combined modes, especially for long trips.
135. The speeds of various modes across the three scenarios remain almost similar. Thus the
variations in the speeds are insignificant.

LONG TERM TRANSPORTATION STRATEGY

6-51

TRANSFORM
Table 6-14: Scenario Wise Comparison Pass-km, Pass-hr and Average Speed: Bus and Suburban & Metro
modes:
Bus
Scenario

Pass-km
(million)

Suburban Rail

Pass-hr.
(million)

Speed
(kmph)

Pass-km
(million)

Pass-hr.
(million)

Metro
Speed
(kmph)

Pass-km
(million)

Pass-hr.
(million)

Speed (kmph)

P2E2

6.998

0.290

24.16

79.97

2.04

39.22

54.18

1.82

29.76

P3E3

6.302

0.261

24.16

79.238

2.011

39.40

54.32

1.81

29.96

P3E4

5.784

0.239

24.24

84.339

2.161

39.03

72.25

2.39

30.25

Base Year

12.52

1.05

11.92

47.32

1.36

34.79

Private Vehicles and IPT Modes

136. In case of private vehicles and IPT modes, passenger-km, passenger-hour and average
speeds indicate the operating levels of highway network. Scenario wise comparison of these
parameters for the horizon year along with the base year is presented in Table 6-15.
137. The average speed across the scenarios varies between 41 and 43 kmph. Compared to the
base year speed of 37 kmph, it increased to 41-43 kmph which is approximately 16% higher as
compared to the base year. The variation in speeds across the scenarios is approximately 2.0 kmph.
Table 6-15: Scenario Wise Comparison PCU-km, PCU-hr and Average Speed: Private vehicles and IPT Modes:
Scenario

PCU-km (million)

P2E2
P3E3
P3E4
Base Year
6.11.7.

PCU-hr. (million)

12.87
13.05
11.79
4.02

Speed (kmph)

40.69
42.46
42.69
37.01

0.32
0.31
0.28
0.11

AVERAGE TRIP LENGTHS

138. Mode wise and scenario wise Average Trip Lengths for the horizon year along with the base
year are presented in Table 6-16. Trip lengths in horizon year increase for all the modes, except for
cars. All the PT modes have been combined together as bus has been considered as access/ egress
mode for Sub-urban train and metro, while metro has been considered as access/ egress mode for
sub-urban train and vice versa.
Table 6-16: Mode-wise and Scenario wise Comparison- Average Trip Length
Mode

Car
TW
Rick
Taxi
PT (Train, Bus, Metro)
6.11.8.

2005

9.93
7.12
3.47
6.83
16.10

P2E2

P3E3

9.65
9.49
5.22
16.68
19.62

9.64
9.50
5.72
17.00
19.55

P3E4

9.86
9.50
5.53
14.94
21.26

COST OF TRANSPORT NETWORK: HORIZON YEAR 2031

139. The cost of horizon year transport network has been estimated based on the unit rates,
compiled from the recent project reports on metro carried out by MMRDA, detailed feasibility studies
carried out for major freeway corridors by MSRDC and MMRDA, Consultants own experience on
similar projects, etc. The cost of sub-urban capacity enhancement works has been compiled from
MTR study initiated by MRVC. The details of broad cost estimate for the total horizon transport
network (2031) by Metro System, Sub-Urban Train System and Highway System are presented in
Table 6-17. Table 6-17: Summary of the Broad Cost Estimates for Total Transport Network, 2031

6-52

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
140. The total cost of horizon transport network is INR 1,887,070 million at 2005-06 prices9. This
cost includes taxes (custom duty, works tax, excise duty, sales tax, etc. which is @12%) and cost of
feasibility studies and construction supervision @8%. Approximate cost of transport network
proposed under Metro system, Sub-urban Train system and Highway system is INR 1,158,280
million, INR 320,670 million and INR 408,120 million, respectively, with the individual ratio of total
cost being 61.4%, 17.0% and 21.6%, respectively. It is pertinent to mention here that, on the advice
received from the members during the TAC meetings 10, the transport network and cost estimates
have been revised and the details are presented in subsequent sections of this report.
Table 6-17: Summary of the Broad Cost Estimates for Total Transport Network, 2031
Sl. No.

Transport System

Length (kms)

Estimated Total Cost

(INR million)
@ 2005-06 Prices

Estimated
Total Cost
as % of Total (% )

Metro System

514

1,158,280

61.4

II

Sub-Urban Railway System

241

320,670

17.0

III

Highway System

Total

6.11.9.

1974

408,120

21.6

2729

1,887,070

100.0

RIGHT OF WAY REQUIREMENTS

141. Figure 6-47 shows a comparison among the traffic lane requirements in case of three growth
scenarios, P2E2, P3E3 and P3E4 and further, illustrates the degree of network resiliency between
the three scenarios. For higher order highway links/ Expressway facilities (regional road network)
which have regional significance, a Right of Way (ROW) in the range of 80 to 100 m has been
proposed.
142. At interchange locations, the extent of area
required for full connectivity between the intersecting
roads (full clover leaf interchange) is approximately
2,80,000 Sq.m i.e. a circle with a radius of 300 m. In case
of arterial roads with 4 lane to 6 lane carriageway
configuration, the ROW proposed is 60 to 75 m. At
interchange locations, the extent of area required for full/
partial connectivity between the intersecting roads is
approximately 70,000 Sq.m i.e. a circle with a radius of
150m. The ROW proposed for the regional road network
is presented in Figure 6-48.

The cost of horizon year transport network has been further updated during the course of analysis of short-listed
scenarios, the details of which are presented in respective/subsequent sections.
10
TAC advised the consultants to include the cost of Passenger Water Transport, Transport Terminals, Traffic Management
Measures, etc. In addition, TAC also suggested changes in the proposed metro, sub-urban and highway networks the
details of which are presented in respective/subsequent sections.
LONG TERM TRANSPORTATION STRATEGY

6-53

TRANSFORM

Figure 6-47: Comparative Initial Assessment of Lane Requirement by Scenario

6-54

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

100
100
100

100
100

100

100

80
80
100

100

100

100
100
100

100
100
100

80

100
100
100

100

100
100

100

LEGEND
Metropolitan
Regional Roads

100 ROW, 100 m

The Right of Way (ROW) shown

for each segment of the
proposed Regional Road
Network is the preferred ROW
width.
However , an absolute minimum
width of 80 m is required.
Finalisation of the ROWs
require, detailed feasibility
studies specific
to each corridor.

Figure 6-48: Recommended Right of Way Requirement for Regional Road Network
LONG TERM TRANSPORTATION STRATEGY

6-55

TRANSFORM
6.11.10. BUS R APID TRANSIT S YSTEMS/ EBL/ MONO R AIL
143. Bus Rapid Transit (BRT) can take many forms and the operating characteristics are largely
dictated by the degree of exclusivity afforded to the buses. At the high end of the scale, some BRT
operations are fully segregated and grade separated, providing unimpeded bus movements, in effect
a freeway bus-way. The Ottawa BRT in Canada is an example of such a system. At the low end of
the scale are systems operating in high occupancy vehicle lanes with some form of traffic signal
priority at intersections. These systems are also characterized as being BRT, but such systems are
rarely rapid. In between these two forms are many alternatives that tend to be tailor made for the
particular transport corridor depending on, the space availability and policies adopted to give a
greater allocation of right of way width to public transport, perhaps at the expense of other road users
and possibly properties that front on the road corridor. This balancing of competing demands in
existing roadways is often the most critical issue in implementing BRT. A road ROW of 35 to 40m is
usually required for a true BRT. However, for roads with less than 35m ROW, bus priority measures
can be evaluated.
144. One of the advantages of
BRT when compared to rail-based
systems is the flexibility of routing to
and from the bus corridor. However
BRT operating costs are typically
higher than rail systems, largely due
to the higher labour content- in effect
there is fairly large number of
drivers. The candidate roads for
BRT shown in Figure 6-49. have
been considered as opportunity
corridors that will require a careful
On Existing Roads
On Proposed New Roads
analysis
of
competing
public
transport technologies, capital costs,
operating
costs
and
system
performance.
Some cities have
adopted BRT as an interim measure Figure 6-49: Candidate Corridors for BRTS/ EBL/Mono Rail
to establish transit corridor travel
demands with the ultimate objective of implementing a rail based system. Since public transport
demand is so large in Mumbai, this transitional principle will not be too feasible in the existing built-up
areas. However in the green-field areas, BRT integrated with the proposed major road networks
have been examined as an interim or long term solution for public transport.
V ashi

Ulwe

Panvel

Uran
Dronagiri

145. BRTS lanes have been kept either at the centre or at the edge of the roadway; both systems
are in practice worldwide. Each option has its advantages and disadvantages. Typical cross
sections for BRTS corridors with BRTS lanes at the centre and edge of the roadway are presented in
Figure 6-50 and Figure 6-51. Other alternatives like, provision of Exclusive Bus Lanes (EBL) or
mono rail, especially on the existing roads, may be more appropriate considering the site constraints
and ease of implementation of such public transport systems.

6-56

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
C
L OF ROAD

4m

2.5m

7m

2.5m

7m

2.5m

7m

2.5m

4m

Foot
path/
Drain

Park
Uti.

Carriageway

Foot
path

Median
Bus Lanes

Foot
path

Carriageway

Park
Uti.

Foot
path/
Drain

40m ROW
C
L OF ROAD

Park Carriageway Trucks

Uti.
Park/
Uti.

7m

2.5m

7m

2.5m

7m

Carriageway

Foot
path

Carriageway

Foot
path

Carriageway

61m ROW

3m
0.75m

3m

0.25m

6m

0.25m

Footpath/
Drain

2.5m

0.75m

4.5m

6m

2.5m

4.5m

Trucks Carriageway Park Footpath/

Drain
Uti.
Park/
Uti.

Figure 6-50: Typical Cross-Sections for BRTS Corridors: BRTS Lanes Placed at the Centre
C
L OF ROAD

2.5m

5m

Foot
path/

Bus
Lane

2m 2.5m
Drain

Park
Uti.

7m

2m

7m

2.5m 2m

Carriageway
(2-Lane)

Med

Carriageway
(2-Lane)

Park
Drain
Uti.

5m

2.5m

Bus
Lane

Foot
path/

40m ROW
C
L OF ROAD

2.5m

5m

2m

2.5m

14m

3m

14m

Foot
path/

Bus
Lane

Drain

Parking/
Utilities

Carriageway
(4-Lane)

Median

Carriageway
(4-Lane)

2.5m

2m

Parking/
Drain
Utilities

5m

2.5m

Bus
Lane

Foot
path/

60m ROW

Figure 6-51: Typical Cross-Sections for BRTS Corridors: BRTS Lanes Placed at the Edge terminals

LONG TERM TRANSPORTATION STRATEGY

6-57

TRANSFORM
146. It is pertinent to mention here that, some of the transit corridors and higher order highway
corridors have been planned as multi-modal transport corridors i.e. transit corridor and highway
corridor shall be sharing the same right of way and the transit corridor shall be either placed centrally
or on either side of the highway corridor. The transit corridor are either metro or LRT or BRTS. The
candidate multi-modal transport corridors are presented in Figure 6-52. Implementation of transit
lines (BRT or Metro) over the existing roads in future would be very costly due to non availability of
sufficient ROW to place the transit lines at-grade, huge refurbishment costs, public resistance, etc.
Hence, planning for such corridors should start from day one. Detailed feasibility studies are
proposed for the identified multi-modal corridors. Examples of Low Cost At-Grade Metro and Multi
Modal Corridors are presented in Figure 6-53. Some of the metropolitan cities world wide have
successfully implemented the BRT system and notable is the Trans Milleno (BRT) Bogota MultiModal Corridor ( Figure 6-54). In some of the Indian cities too, active planning has started for
implementation of BRT. Proposed Ahmedabad BRT Multi-Modal Corridor is presented in Figure
6-55. In Pune city, Pune Municipal Corporation (PMC) has implemented BRT. Implementation of
BRT system in Indian cities is in the initial stages and each project forms a learning platform with
respect to further improvements so that the BRT system handles the intended demand. Typical cross
sections for Multi-modal corridors are presented in Figure 6-56.

Figure 6-52: Candidate Multi Modal Transportation

Corridors

6-58

Figure 6-53: Examples of Low Cost At-Grade Metro and

Multi Modal Corridors

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Figure 6-54: Trans Milleno (BRT) Bogota Multi-Modal Corridor

Figure 6-55: Proposed Ahmedabad BRT Multi- Modal Corridor

LONG TERM TRANSPORTATION STRATEGY

6-59

TRANSFORM

C
L OF ROAD

0.5m
1.5 1.5 2m 2.5m
FP

2-W
2-W
Lane
Park

4-W
Park
Uti.

0.5m
2.5m 2m 1.5 1.5

7m

4.5m

10.5m

20.0m

10.5m

4.5m

7m

Carriageway
(2-Lane)

Footpath/
Drain

Carriageway
(3-Lane)

At-Grade Metro Corridor

Carriageway
(3-Lane)

Footpath/
Drain

Carriageway
(2-Lane)

4-W
Park
Uti.

80m ROW

2-W
FP
2-W
Lane
Park

C
L OF ROAD

0.5m
2m 1.5 2m 2.5m
FP 2-W2-W 4-W
ParkLane Park
Uti.

7m

5m

14m

30.0m

14m

5m

7m

Carriageway
(2-Lane)

Footpath/
Drain

Carriageway
(4-Lane)

At-Grade Metro Corridor

Carriageway
(4-Lane)

Footpath/
Drain

Carriageway
(2-Lane)

99m ROW

0.5m
2.5m 2m 1.5 2m
4-W 2-W 2-W FP
Park LanePark
Uti.

CL OF ROAD

2m 1.5

5m

FP 2-W 2-W
Park Lane

0.5m
2.5m
4-W
Park
Uti.

7m

5m

17.5m

Carriageway
(2-Lane)

Footpath/
Drain

Carriageway
(5-Lane)

40.0m

17.5m

5m

7m

At-Grade Metro Corridor

Carriageway
(5-Lane)

Footpath/
Drain

Carriageway
(2-Lane)

120m ROW

0.5m
5m
2.5m
4-W
Park
Uti.

1.5 2m

2-W 2-W FP
Lane Park

Figure 6-56: Typical Cross Sections for Multi- Modal Corridors

6.11.11. SCENARIO SPECIFIC PROPOSED TRANSPORT NETWORK

147. Travel demand analysis and fare sensitivity analysis, as discussed above, clearly shows
variation in network loadings across the scenarios. The variation is largely due to distribution of
population and employment in the three short-listed growth scenarios.
148. For identification of adequate transport network, capacities of the sub-urban rail, metro and
highway systems are required. The capacities of sub-urban rail vary between 75,000 and 85,000
Peak Hour Per Direction Traffic (PHPDT) assuming 12 car rake operation with 3 to 3.5 minute
headways. Similarly for metro, the actual capacities vary between 60,000 and 75,000 PHPDT
assuming 2 minute headway by operating 6 to 8 coach rakes. The capacities of access controlled
highways vary from 1,800 to 2,000 PCUs/hr/lane/direction. Planning and design of urban transport
system is very complicated as it involves not only the transport corridors, but also the stations,
integration of modes, etc. Hence, it is desirable to adopt a lower capacity values for identification of
adequate transport network. The following capacity criteria for various transport systems, has been
used:
(a)
(b)
(c)
(d)

Preliminary Capacity Criteria for Sub-urban train - 50,000 PHPDT;

Preliminary Capacity Criteria for Metro- 20,000 PHPDT;
Lower Cost Rail /BRT/Mono-rail- 10-20,000 PHPDT; and
Preliminary capacity criteria for higher order transport network - 1,500 PCUs/hr/lane/direction.

6-60

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
149. Some of the transport corridors which do not satisfy the above criteria have still been
retained, if they provide connectivity to the strategic locations like Airport terminal and/or provide
continuity to the corridors, etc. Based on passenger loadings on the sub-urban rail network, metro
network and traffic loading on the highway network, adequate transport network satisfying the travel
demand of 2031 has been identified using the above criteria. The identified transport network details
for each of the 3 short-listed growth scenarios are presented in Annexure 6-5. It is pertinent to
mention here that, most of the transport network required for satisfying the travel demand of shortlisted growth scenario is more or less similar. However, the corridors (rail or metro or highway) which
were not required in all the three scenarios have been proposed for requirement beyond 2031 and
for these corridors, corridor protection has been recommended.
6.11.12. SCENARIO SPECIFIC COST OF TRANSPORT NETWORK: HORIZON YEAR 2031
150. As mentioned above, the transport network required for all the three scenarios is more or
less same and therefore, the approximate cost of the alternative networks is also the same. Hence
cost of transport network has been not considered in the evaluation criteria. Proposed transit and
highway networks for the horizon year 2031 are presented in Figure 6-57 and Figure 6-58
respectively. In addition, cost of active projects related to Passenger Water Transport (PWT) based
on review of past studies, have also been included in the cost estimate.

Figure 6-57: Proposed Horizon Year Transit Network

LONG TERM TRANSPORTATION STRATEGY

6-61

TRANSFORM

Figure 6-58: Proposed Horizon Year Highway Network

151. The cost estimate includes the cost of pedestrian safety measures like guarded footpath
facilities along the roads on either side, at-grade and grade separated pedestrian facilities, adequate
FOBs within the railway stations for crossing of platforms for bonafide rail commuters, FOBs on
either side of railway stations for non rail commuters for crossing of the railway tracks, guard rails in
between the railway tracks in the stations to avoid trespassing, etc. Approximate cost of transport
network, after deletion of corridors/ links which are not required is presented in Table 6-18.
152. The total cost of horizon transport network has been revised as INR 1,807,200 million at
2005-06 prices11. Detailed cost estimates for metro, sub-urban, road, Passenger Water Transport
and Terminals are presented in Annexure 6-6. The cost estimates for the proposed horizon year
(2031) transport network has been updated during further network analysis as per the advice of TAC
and the details are presented in Section 6.16.
Table 6-18: Summary Statement on Cost Estimates 2031
Type of Transport System/Components

Cost1 INR Million

Length km

Metro
Sub-Urban Rail
Highways
Passenger Water Transport
Terminals2

427
215
1,851

1,052,420
313,000
413,750
4,800
23,220

58.2
17.3
22.9
0.3
1.3

Total

2,493

1,807,200

100.0

Note:
1. Estimated Total Cost (INR million) @ 2005-06 Prices
2. Intercity rail terminals, Inter-city bus terminals and Truck terminals

11

This cost includes the taxes (custom duty, works tax, excise duty, sales tax, etc. which is @12%) and cost of feasibility
studies & construction supervision (@8%).

6-62

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
6.11.13. AREA LEVEL CONCEPT PLANS
153. The proposed highway and transit networks for the horizon year 2031 have been mapped
along with the Development Plans collected from various ULBs and MMRDA in GIS platform. Area
level plans have been prepared separately for Greater Mumbai, Kalyan-Dombivali, Thane, Navi
Mumbai, SEZ/Pen area, etc. and the details are presented in Annexure 6-7. These area level
concept plans have been used during the stakeholders meetings in May, 2007.

6.12.

RECOMMENDED LONG TERM TRANSPORTATION STRATEGY FOR MMR

154. Mumbai has always depended on its transportation attributes in its historical growth, either
natural attributes or man-made, such as the railways. The rail mode of travel has always been
dominant and in many respects is burdened by success. Investments in railway expansion have not
kept pace with demand. In recent past many cities went through a phase of trying to satisfy urban
travel growth by building more roads at the expense of public transport investment. While the
attainment of balance between private and public transport networks is critical to the economic and
social wellbeing of a city, finding the right balance can be elusive (Box 6-3). However if there is ever
a case for a transit first approach Mumbai would be near the top of a world list.
BOX 6-3: T R A N S F O

R M BALANCED APPROACH

The public transport and road concept plan analysis described in this document has demonstrated
that, in the long term to the year 2031, both the transit and road networks and the various links that
constitute these networks, are highly resilient to various land use futures for the Mumbai Region.
While the travel demands on the various linkages are different for each of the scenarios (P2E2, P3E3
and P3E4), the basic need for either constructing the links, or protecting rights of way for future
construction, beyond the planning horizon (2031), is evident. This critical finding is important, since
the
will be an input to the formulation of a fully integrated land use and
transportation plans for the Region to the year 2031. This conclusion reinforces the basic philosophy
adopted in the
, that transportation infrastructure planning should be capable of
responding to the inevitable changing needs and make up of a complex of urban region, such as per
the MMR. This is not to say that there should not be a well defined plan for the future, but rather that
the plans should contain a reasonable degree of flexibility to incrementally manage and control the
orderly planning of the Mumbai region. If possible, consideration be given to adopting a similar
philosophy, in the preparation of new regional development plan. One of the many benefits of the
is that it has provided a work bench and tool box for future planning of Mumbai and
MMR. An important tool is the forecasting model that will allow planners, engineers and economists
to readily analyze options and issues and to progressively enhance the modeling process.
6.12.1.

OVERARCHING PUBLIC TRANSPORT

155. It could be argued that autos and taxis are in reality an extension of public transport or at
least partly an extension of public transport. If autos and taxis are to be controlled /eliminated from
the streets, traffic congestion would largely disappear. Clearly this is not a viable option. Extending
rail based public transport that provides a level of transport service better than private vehicles is to
be a prime strategy. A strategy that allows people to travel by train and walk to and from the train is
the optimum arrangement, but this requires a density of rail routes, not evident in Mumbai. Correcting
this deficiency is the driving force in formulating the transport networks for Mumbai. Also, making
investments in rail based transport, including improvements to the suburban rail network and stations
is important. In addition, policies on land use intensification around stations and collecting benefits
from development that creates the need for infrastructure growth. These factors need to be
considered as a single decision package to ensure viability of infrastructure and also an affordable
transport system in coming years.
LONG TERM TRANSPORTATION STRATEGY

6-63

TRANSFORM
156.
is very supportive of the Mumbai metro proposals but expands on the
network beyond the boundaries of Greater Mumbai into the Rest of Region. If large scale
development of land and employment growth are to be realised outside Greater Mumbai, good public
and road transport are a prerequisite. It is not one or the other. It is both.
157. Transportation strategies that are visionary must also contain doses of aspiration and
optimism, but not to the point that enthusiasm blinds reality. There are however well established
correlations between good urban transport and urban prosperity. Good transportation is now also
being measured in terms of environmental sustainability. Certainly, fuel wasted in traffic choked
streets is not meeting this objective for the community at large or for the individuals stuck in traffic.
158. For these, and many other reasons, a Public Transport First Policy is absolutely the right
choice for the MMR. This would mean that any investments to support the use of private vehicles
should pass the acid test of Is investment in public transit a credible option? For many projects the
answer may be no, but the reasons should be clear and comprehensive. In any case a balanced
portfolio of investments in public transport and roads has to be maintained over next two decades.
159. Bearing in mind all of these factors Providing public transport that gives a choice of improved
quality of service in terms of comfort, safety and convenience, even at a higher user cost is a desired
strategy to make public transport more attractive and to contain the growth of private vehicle use.
6.12.2.

TRAVEL D EMAND

160. AM peak period travel demand will double from about 4.7 million motorised trips in base year
2005 to about 10 million trips in horizon year 2031. This growth equates to a rate of about 3%
CAGR.
161. Empirical evidences on trip lengths for large cities, including Delhi, indicate that as cities
grow in size, coupled with increased private vehicle ownership, and with the propensity of people to
change jobs but not homes, the average trip lengths increase.
162. Further, the sensitivity analysis needs to more fully explore the potential medium and longer
term impacts of increasing real personal income levels in India on the willingness of people to spend
more for either higher qualities of pubic transit or the freedom of travel afforded by private vehicle
ownership almost regardless of cost. Clearly the automobile manufacturing industry in India will
continue to aggressively promote their products, and as this sector of the economy becomes more
important in India, it may be difficult for government to constrain its growth. The sensitivity analysis
will be principally applied in establishing the short and medium term priorities and related investment
programs.
163. While public transport will maintain its lions share of total demand for motorised travel, it
could go down from present level of 78% to about 74.1% for P3E4 scenario (with equal fares among
the public transport modes i.e. fare on Sub-urban and Metro modes shall be equal to the Bus fare).
Fall could be a tad more for other scenario viz., 71.0% for P3E3 scenario and 71.2% for P2E2
scenario.
164. In relative terms, only private modes (cars and motorised two wheelers) share is expected to
increase from about 12.8% to 23.8%, 23.9% and 21.5% by year 2031 for scenarios P2E2, P3E3 and
P3E4. The increase in travel demand of 2031 by private vehicles (Car and Two Wheelers) is around
4 times the base year demand which is more or less consistent with the estimated growth of private
vehicles. Intermediate Public Transport will decrease from present level of 9.1% to about 5.1% in
P2E2 and P3E3 scenarios and 4.4% in P3E4 scenario. The decrease in mode share of IPT modes is
anticipated mainly due to attractiveness of metro mode wherein the metro connectivity is spread into
entire MMR region and metro stations are spaced at 1 km interval.
165.

Walk share is likely to decrease by a large degree due to potential reductions of informal

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employment and increased vehicle ownership.
166. Dividing MMR into 11 major sub-regions, share of demand within sub-region (intra-subregion) will remain at levels similar to base year. Sixty two percent of demand originated from
Greater Mumbai in the base year. This share is expected to be 50%, 44% and 67% in 2031 under
scenarios P2E2, P3E3 and P3E4. Seventy three percent of demand is destined to Greater Mumbai
in base year. This share is anticipated to be dropped to 66%, 51% and 36% by 2031 under
scenarios P2E2, P3E3 and P3E4 respectively.
6.12.3.

MODAL PERSPECTIVE

Rail
167. The history of transportation in Mumbai and history of railways in India are tied together. Just
thirteen years after the first train of India was flagged off from CST to Thane in 1853, the first
suburban operation started between Virar and Colaba (near Churchgate of today). For these deeply
historical reasons, unlike any other city of India, MMR has greatly benefited by having a very mature
and efficient rail based transit system developed, operated and maintained by Indian Railways for
more than 140 years12.
168. Future of urban transportation of MMR is to be build upon this advantage. An advantage
which successfully let the citizens tide-over the difficulties posed by geography and created an urban
form, which enabled people to cover large distances at high speed and reasonable comfort. For this
reason, proposed future transportation strategy of the region relies heavily on an extensive
expansion of rail based public transport system. Partly as traditional suburban rail system and partly
composed of full scale Mass Rapid Transit System. This total arrangement is being designed to
maintain the edge Mumbai always had. Provision and extension of suburban rail will ensure that
distances are minimized and access to livelihoods, education, and other social needs, especially for
the marginal segments of the urban population is improved.
169. The above strategies when supplemented with an equally extensive Metro network will
enable the establishment of quality focused multi-modal public transport system that is well
integrated, providing seamless travel across modes in MMR.
170. It is appreciated that public transport serves many social purposes including reduction in
congestion and air pollution especially if future users of personal vehicles can be persuaded to
remain on the public transport. As incomes rise, a segment of users of existing suburban railway will
require improved quality and not just low fares. In line with National Urban Transport Policy, it is,
therefore, necessary to think of different types of public transport services for these different
segments of commuters. It is realized that there will, by year 2031, still be people who will place a
premium on cost, the poorest sections of MMR society and will need transport services at affordable
prices.
171. However, there will definitely be another segment that values time saved and comfort more
than price. This segment will be comparatively better off and would continue on public transport if
high quality systems are made available to them. Thus, the plan is to have a basic service, with
lower fares and a premium service, which is of high quality but charges higher fares.
172. Apart from cost differentiation, there are other distinctions between the two rail public
transport systems being planned. Since suburban rail operates on wider gauge and at higher speed,
it will be in a better position to satisfy long distance travel. With more seats and long inter-station
distances, it will be ideal to travel when journey time is longer. On the other hand, metro will have
slightly lower speed and a shorter average inter-station distance. These characteristics put it in a
12

While Indian Railways is now mainly a national intercity passenger and freight operator of India, it has continued to
operate and maintain the Mumbai Transit System, one of its non-core activity now.
LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
better position to serve short distance journeys. For these reasons, overall, suburban train will
continue to have a larger share in terms of total passenger-km travelled. On account of these factors
there will be need for interchanges and integration between two services.
Road
173. Along with an extensive rail-based system, an equivalent freeway system has also to be
conceived and tested for all three scenarios. However extensive is the rail system, it never reaches
the final destination and has to depend on an on-the-ground access/ egress system to complete the
journeys. Thus, road has a distinct role in terms of travel hierarchy where it complements the rail
mode. Further, to satisfy private vehicle travel demand, roads are necessary. Further, intra-city
goods movements also have to depend solely on the road system. And finally, bus-based public
transport modes as well as para-transit (IPT) also have to depend on roads.
174. At present, road space in MMR, as in any other metropolitan regions of a developing country,
is allocated inequitably. The focus is on vehicles and not people. As also mentioned in the National
Urban Transport Policy, it is now recognized that in this process, the lower income groups are
ending-up paying, in terms of higher travel time and higher travel costs, for the disproportionate
space allocated to personal vehicles. Users of non-motorized modes in MMR, especially in Greater
Mumbai, have been completely squeezed out of the roads on account of serious threats to their
safety. It is proposed that focus of the road space allocation is people oriented, by allocating more
and guaranteed (reserved) space to public transport systems than is allocated at present.
Water
175. Mumbai originated because of sea around it. It greatly benefited (and still does) by having
sea based facilities and infrastructure, mainly its many ports. On the other hand, it has not been
extensively utilized for intra-urban passenger travel.13 This has been so for many reasons. As
compared to other land based modes, travel on water is slower and dependent on vagaries of
nature. Further, facilities required to make it happen including landing jetties, terminals and crafts.
These are expensive and require specialized maintenance (like in case of catamarans and
hovercrafts, which are predominant modes of water transport). Overall capacity for water based
modes never compares well with people movers such as suburban rail, metro or bus.
176. As such, there are sixteen minor ports in MMR. The passenger traffic is handled at some of
these ports by ferry launches and sailing vessels.
177. There have been two major studies conducted by MSRDC for passenger water transport on
western and eastern coast in the year 2003 and 2005 respectively. The findings of several
investigators in addition to these studies on the estimated traffic flows on both the coasts indicate
that the commuter patronage expected for PWT mode will be marginal (in relation to rail and road
modes). At the same time it must be mentioned that they have different roles to play especially in
serving local needs of coastal areas.
Walk
178. MMR has a very high share of trips made by walk. Besides being an exclusive access mode
to reach place of desire, walk is found to be the most important ingress/ egress mode for suburban
trains. Travel characteristics of walk mode trips are presented in Annexure 4-4. With increasing

13
Travel on sea is a special experience, especially for many visitors of Mumbai from land-locked states of India and other
recreational travel done by its own citizens. It is the best vehicle to view skyline of the city as well as reach various places
at leisure. Also, for a niche section of society (for a limited period of time in a year), it can also present an additional
option/ choice, especially when compared with car comfort and travel experience. It is for these reasons that we see role
of water based transport as limited but important.

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incomes and vehicle ownership as well better choices in the transit realm, more and more of these
walkers will either use transit or personal vehicles (most likely motorized two wheelers).
179. With an expansion in suburban train network as well as metro, this share is expected to be
maintained if certain measures are undertaken. With increasing network, average distance to
stations will decrease. If this is supplemented with provision of high quality footpaths which are
designed for comfortable walking and kept free of encroachment, share of walk as access mode will
be maintained ( Figure 6-59 and Figure 6-60). Further, in line with National Urban Transport Policy,
integrating other non-motorised modes of transport, mainly bicycle is critical. Future Right-of-Ways
to be reserved to have provision for bicycle lanes as well as commensurate treatments of
intersections for their safe and convenient access.
180. Majority of the road network in MMR lacks proper footpath facilities and if present, the
facilities are either infected with encroachments or badly maintained (Figures 6-61 and 6-62).
Considering the importance of walk as a main mode (52% of total trips) and walk as a significant
access/ egress mode to other main modes (especially train), provision of adequate footpath facilities
is considered important for both safe pedestrian movement as well as improving the vehicular traffic
operating conditions on the road. In view of this facilities are recommended as part of standard
cross-sections for different road corridors, provision of safe pedestrian crossing facilities at mid-block
locations and intersections, etc. is also being made. These improvements are included in the cost
estimates.

Figure 6-59: Inadequate Design Detailing of Footpath

Figure 6-60: People Jay-walking

Figure 6-61: Footpath Encroachment by Commercial

Establishments

Figure 6-62: A Street Through Slums

181. The document of National Urban Transport Policy on non-motorised modes of travel has
particular relevance to Mumbai which describes the roots of the problems for pedestrian and cycle
travel is presented in Box 6-4.
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BOX 6-4: NATIONAL URBAN TRANSPORT POLICY NON MOTORISED MODES
The cost of travel, especially for the poor, has increased considerably. This is largely because the use of cheaper
non-motorised modes like cycling and walking has become extremely risky, since these modes have to share the
same right of way with motorized modes. Further, with population growth, cities have tended to sprawl and increased
travel distances have made non-motorized modes impossible to use. This has made access to livelihoods, particularly
for the poor, far more difficult.

182.
are:

In order to address these issues as stated above, the specific policy objectives enunciated

(a) Bringing about a more equitable allocation of road space with people, rather than vehicles, as its

main focus; and

(b) Investing in transport systems that encourage greater use of public transport and non-motorized
modes instead of personal motor vehicles.

183.

And the policy suggested the following actions:

(a) Segregated right-of-way for bicycle & pedestrian to improve safety & pedestrian flow;
(b) Financial support from central govt in the construction of walkways and pedestrian path in million
(c)
(d)
(e)
(f)

plus cities under National Urban Renewal Mission;

Improving access to major public transport stations by providing access paths;
Incorporating public consultation process before implementing the facilities for greater usage by
the beneficiaries;
Support in the preparation of area plans for congested areas in the cities to determine the
appropriate mix of traffic; and
Fund generation through levy of tax on employers; land owner, additional tax on fuel and
commercial utilization of the land available by the public transport authorities are advocated for
the development of these facilities.

184. Impact of Proposed Metro Plans: The construction of the proposed metro system in the
MMR will create a significant change in pedestrian travel as illustrated in Figure 6-63. The individual
passenger catchment areas of the limited number of suburban rail stations are large. This means
that for many people the walking distances to and from the stations are going to be high. If continued
poor walking conditions prevail, pedestrians will have to endure further disadvantages and are likely
to have problems with respect to accessing the public transport system.
185. When the metro stations are opened, the passenger catchment areas will be reduced
because of the increased transit coverage. This will encourage walking as the access mode to public
transport. Ease of access to transit stations is going to be the most critical criteria in modal choice
decisions. The most optimum form of urban travel is to walk from home to a rail station, travel by
train and then walk from the station to the final destination. This simple principle has been a guiding
objective in developing the
recommendations and its achievement is going to be an
essential requirement for a region having a population of 34 million.
186. In order to efficiently realise compact transit friendly urban forms, higher density nodal
developments, centred on both existing and proposed transit stations, is a key strategic planning
. Within each station precinct zone, detailed development/transportation
policy of
master plans should be prepared to foster integrated nodal urban forms and to progressively reduce
levels of traffic congestion and improve pedestrian safety.

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LONG TERM TRANSPORTATION STRATEGY

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Suburban Rail Station Catchment Areas

Proposed Suburban Rail/Metro Station Catchment Areas

Figure 6-63: Passenger Catchment Areas Transit Stations

187. Improved pedestrian crossings, where there is a high vehicular conflict can be achieved in
many ways:
(a) Employ full range of low cost intersection design improvements such as zebra crossings and refuge islands;
(b) Coordinate with local neighborhood traffic police for enforcement to protect pedestrian right of way at crossings;
(c) Provide grade separated pedestrian facility across major barriers like railway lines, expressways and major
arterials where pedestrian activities are heavy;
(d) Appropriately locate proper traffic signal types and proper locations;
(e) Optimise traffic signal phasing and timings to give proper priority for pedestrians;
(f) Provide adequate street lighting to ensure pedestrian safety;
(g) Providing escalators and travellators where there are space restrictions, convenient and speedy travel is
required.
(h) Provide barrier free footpaths along local and arterial roads and repair damaged ones;
(i) Identify innovative funding mechanisms like levy of additional property taxes on the commercial establishments
along the footpath, use of part of present subsidy given to public transport for funding pedestrian facilities; and
(j) Identify locations for providing travellators. These may be taken up on pilot basis.

188. These elements need to be planned together and may show a good return if properly
integrated into an area-wide pedestrian network for, itself part of an overall walking strategy. Figure
6-64 shows such area-wide pedestrian network for Mankhurd and Santacruz sub-urban railway
station catchment areas.

LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM

Figure 6-64: Area wide Pedestrian Network - Mankhurd and Santacruz Railway Station Catchment areas

189. Pedestrian policy is prepared based on the review of existing facilities in municipal
corporations and councils, review of guidelines followed for pedestrian facilities in the cities within
India and worldwide. Details of pedestrian policy are given at Annexure 6-8.
190. While the focus of
has been on regional scale transport facilities, the
provisions for the long, medium and short term investment programs include allowances for
improvements for non-motorised transport. Thus the broad cost estimates include the cost of
pedestrian facilities/ safety measures like at-grade and grade separated pedestrian facilities (footpath
facilities provided with guard rails, Skywalks to facilitate walking along grade separated path, on
either side of proposed widening of arterial roads/ new arterial roads/ higher order
highways/freeways for parallel pedestrian traffic and sub-ways/FOBs at frequent intervals along
these roads for crossing pedestrian traffic), adequate FOBs within the railway stations, FOBs on
either side of railway stations for crossing of railway tracks, FOBs within railway stations, guard rails
in between the tracks in the stations to avoid trespassing, etc. under station are improvement
schemes, etc.

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6.12.4.

DISASTER PREPAREDNESS

191. Transportation networks are crucial in natural and other disasters14 including floods,
earthquakes and terrorist attacks.

Figure 6-65: Terrorist Attack on Suburban Railway Western Line Year 2006

192. A level of redundancy in the network can

go a long way in ensuring a quick recovery in
case of disaster by ensuring that supply line are
not completely cut-off. This aspect has been
taken into account while framing the future
transportation network for the region.
6.12.5.

CHANGING R EGIONAL PERSPECTIVES

193. Transport Plan and Strategy described

comprised transit, road and other networks.
These are highly resilient to various land use
futures for the MMR. While the travel demands
Figure 6-66: Crucial Roads Flooded During Monsoons
on the various linkages are different for each of of Year 2005
the scenarios (P2E2, P3E3 and P3E4), the
basic need for either constructing the links, or protecting rights of way for future construction, beyond
the planning horizon (2031), is evident. This critical finding is important, since the
will be an input to the formulation of a fully integrated land use and transportation plans for the
Region to the year 2031. This conclusion reinforces the basic philosophy adopted in the
14

Existing public transport and road network in Mumbai region is composed of long uni-dimensional corridors without
adequate alternatives to fall back upon in case these arterial communication lines are snapped. This lack of redundancy in
the transportation supply makes region more vulnerable to such disasters. In case they happen, it also results in more
damage and delayed recovery.

LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
, that transportation infrastructure planning should be capable of responding to the
inevitable changing needs and make up of a complex of urban region, such as per the MMR. This is
not to say that there should not be a well defined plan for the future, but rather that the plans should
contain a reasonable degree of flexibility to incrementally manage and control the orderly planning of
the Mumbai region. If possible, consideration be given to adopting a similar philosophy, in the
preparation the new regional development plan. One of the many benefits of the
is
that it has provided a work bench and toolbox for future planning of Mumbai. An important tool is the
forecasting model that will allow planners, engineers and economists to readily analyse options and
issues and to progressively enhance the modelling process and modulate transportation
implementation plan matching the growth needs.

6.13.

ENVIRONMENTAL EVALUATION

194.

Environmental evaluation carried out for the long term transport network in the
as per the IEE. A standalone Initial Environmental Examination for the overall
concept plan is prepared and submitted to MMRDA as part of the
.
195. The methodology followed for conduct of IEE conforms to the procedures adopted by the
World Bank, which has resulted from extensive bank experience with program lending in the
infrastructure sector. The methodology followed broadly included (a) review of policy and legal
framework, (b) establishing baseline profile of study area (c) analysis of alternative strategies (d)
environmental screening (e) impact assessment and (f) environmental management measures.
6.13.1.

ANALYSIS OF ALTERNATIVE STRATEGIES

196. Three alternative growth strategies that were conceived for the MMR are observed for
environmental sustainability. For the purposes of analysis of alternatives in the context of this
environmental analysis, all the three scenarios are considered in addition to Do Minimum scenario
corresponding to each of the alternate scenario. Thus, it translates into increase in population and
employment potential as per the P2E2, P3E3 and P3E4 scenarios but project interventions would be
minimum required for the horizon year in case of the corresponding do minimum scenario.
197. The network considered is resilient to all the three scenarios and hence, in with project
scenario for P2E2, P3E3 and P3E4 the network considered would be the same. The impacts on
land use and other physical features in the project area would be same for all the three scenarios.
However, due to variation in population and employment distribution, the traffic loadings were
different. This led to changes in air and noise pollution between the scenarios. Few of the links
present in the three scenarios are not present in do minimum scenario and hence, impacts on
physical and biological features would be lesser in this case.
198. Given the above, it is evident that there are two networks for all the scenarios i.e., a Do
minimum network for all the three do minimum scenarios and resilient network for the three Project
Scenarios. Do minimum alternative is worked out for Freeway / expressway and Arterial Roads for
the three scenarios and presented below.
(a) Physical Characteristics: A comparison of the extent of impact on physical characteristics of the
project area in both Do Minimum and With Project scenarios is worked out. The extent of land
impacted in Do Minimum scenario is 41% of that of the With Project scenario i.e., with any of the
P2E2, P3E3 or P3E4 scenarios. Similarly, in case of urban areas also the impact is 65% of that of
With Project scenario.
(b) Natural Features: A comparison of the extent of impact on natural features of the project area in both
Do Minimum and With Project scenarios is worked out. A notable advantage in the Do Minimum
scenario is about 45% less impact of that of With Project scenario with Forest area when Freeway /
expressway and Arterial are seen together against the corresponding Do Minimum Scenarios. Coastal

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LONG TERM TRANSPORTATION STRATEGY

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wetlands also are less affected than that With Project scenario.
(c) Cultural Features: There is no major difference in impacts on cultural properties of regional or
national importance is concerned. While 5 cultural properties are identified within 300m of project
roads, in case of With Project scenario, 4 properties are present within 300m of roads in Do Minimum
scenario.
(d) Air Emissions: Analysis of alternative scenarios is conducted in two aspects; the first is contribution
of vehicular traffic to green house gas emissions and the second is Emission load from vehicular
exhausts. Emissions from vehicular traffic are the major contributor for green house gas emissions as
well as air pollution. A comparative estimate of the Emission Reductions (ER) due to green house
gases for the three scenarios is worked out. Thus the tCO2e ER presents the worst case scenario for
2031. With the improvement of fuel technology and increased share of metro and Sub-urban services
in public transport, the ER would be higher. With the analysis carried out for road sector, the scenario
P3E3 has highest ER of 632 tCO2e followed by P2E2 at 612 tCO2e and the least is P2E4 which is
45% of former alternative scenarios at 289t CO2e. Emission loads for the air pollutants is calculated
based on the vehicle-km provided by the traffic demand outputs of EMME. Major air pollutants the
SO2, NOx, Hydro Carbons (HC) and Particulates are calculated based on emission factors of Indian
Institute of Petroleum, Dehradun. These are worked out for the three project scenarios and Do
Minimum scenarios corresponding to each Project Scenario in tons per annum. The traffic volumes in
Do minimum scenario are projected to be lower than the project scenario and hence, the emission
loads are estimated to be lower than the with project scenario by about 30%.
(e) Noise Quality: Noise quality has been assessed for all the six scenarios i.e. P2E2, P3E3 and P3E4
of Do Minimum and P2E2, P3E3 and P3E4 scenarios. It has been observed that there is no
noticeable difference in noise levels between any of the scenarios in case of freeway / expressway
and all of them showed an average noise level of 72 dB(A). In case of Arterial roads the average
noise levels are around 67 dB (A) for all the scenarios. Difference in noise level exists at the link level
due to variation in traffic levels between scenarios in the range of about 3 to 5 dB. However, the noise
levels along the roads are likely to reduce with the implementation of the project as indicated by
application of the noise model.

6.13.2.

ENVIRONMENTAL SCREENING

199. As per the requisites of carrying out environmental analysis involving multiple sub projects of
the same type, two categories are normally identified through environmental screening Projects
that may create a few minor and easily recognizable environmental problems, and links with
potentially adverse impacts environmentally sensitive areas. The second category usually requires
project specific EAs while the first category is addressed primarily through the IEE for individual subprojects. As the network considered for all the growth scenarios is same, the environmental
screening is applicable for all the scenarios, while in case of categorization of air and noise qualities,
the traffic levels of P3E3 scenario is used.
200. Screening process followed for the project identifies four categories of project sections
classified as per their significance and magnitude of impacts as under:

Category 1: Links under category 1 are those passing through National Parks and Coastal wetlands, which
warrant analysis of alternative alignments.
Category 2: Links under category 2 are those passing through forest areas, dense urban areas and near
archeological properties, which would involve preparation of a detailed EA at subproject level.
Category 3: Links under category 3 involve environmental impacts generic to linear infrastructure projects as
passing through water bodies, hill / rolling terrain or Urbanisable land. These links would require preparation of
sub-project EA but may not be of the same level of detail as required for category 2 and may culminate into
preparation of an IEE.
Category 4: Category 4 links are the links that pass through only agriculture / waste land that are not likely to
have any adverse direct or indirect impact on any environmentally sensitive features and would be easier to be
taken up for implementation.

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TRANSFORM
201. This analysis apart from identifying specific impacts on environment due to implementation of
the projects, also provide inputs into streamlining EA process for subsequent sub-projects down the
project cycle. The lengths of transport network under each category of impact are presented in the
Table 6-19.
Table 6-19: Lengths (km) of Transport Links Under Each Category of Impact
Type of Link
Freeway / expressway
Arterial
Metro Lines
Sub-urban Rail

6.13.3.

Category 1

Category 2

Category 3

Category 4

192.6
181.7
122.1
52.7

417.7
748.6
294.0
108.3

110.7
275.7
90.0
77.8

61.7
8.2
5.9
2.2

ENVIRONMENTAL IMPACTS

202.

Identification and evaluation of environmental impacts due to implementation of proposals of

for MMR by way of proposed freeway / expressway, metro and rail link activities is
based on available baseline information. Generic management and mitigation measures to address
likely impacts due to new proposals on the valued environment components are also worked out.
203. It is likely that the comprehensive infrastructure project of this magnitude for the MMR would
have cumulative impacts affecting the regional quality of the environment. Though most of the
impacts have been discussed at regional level, impact analysis is carried out at link / corridor level
where feasible. Environmental management measures are addressed at this stage at regional level
and recommendations for their adoption at appropriate stage is also incorporated where warranted at
local level.
204. While environmental concerns of the project have been discussed on corridor / link level,
conscious efforts need to be made at project level to minimize the impacts in each level during
project implementation. The avoidance and mitigation measures involve reduction in magnitude of
these impacts during various stages of the project. While direct impacts of road projects can often be
significantly reduced and sometimes eliminated through the application of environmentally sound
construction and operation management practices, the indirect or cumulative impacts are appropriate
to assess at sub-project level. Some of the major impacts identified as part of the analysis are
presented in the paragraphs below.
6.13.4.

GENERIC IMPACTS

205. The generic impacts on the natural environment are primarily due to additional land uptake
involved for the infrastructure, severance and pollution due to increased transportation and
construction activity. The resulting changes on the environment and the impacts due to those
changes have been summarized in the following.
Table 6-20: Generic Impacts Associated with Infrastructure Projects
Development Activity

Environmental changes

Change in existing land use

Land take for infrastructure

Change in land form

Increased Traffic movement and

Construction activities

6-74

Increased concentration of air pollutants

Noise Pollution
Land & water pollution

Environmental Impacts
Loss of Bio diversity
Loss of Productive land
Displacement of people /severance of
communities
Loss of individual & community assets and
resources
Soil related impacts-erosion
Drainage change
Increase in magnitude of climate change impacts
like extreme weather changes
Nuisance and health impacts
Health impacts, flora and fauna impacts

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
6.13.5.

AIR QUALITY IMPACTS

206. Dust Generation: Generation of Dust is a predominant impact of the construction stage and
extends into the operation stage especially during maintenance operation. Impacts of dust can be felt
during site clearance when the existing pavement is being dismantled. Additionally, procurement,
transport and storage of materials like sand, aggregate, fly ash etc., results in generation of dust.
Dust generation would be minimized to the extent possible during road or metro construction and
operation as it has adverse direct impacts on human health. Hence, fugitive emissions from
construction site should be reduced to the extent possible. Haul roads should be sprinkled regularly
with water to settle dust arising from the construction site. Water should be sprayed on earthworks,
temporary haulage and detour roads on a regular basis. All construction material, sand, fly ash etc
should be well stacked and covered to prevent them from being blown by wind during transport and
storage.
207. Air Emissions: In addition to generation of dust, local air quality can be degraded due to
increased air emissions during construction and operation. Increased emissions during preconstruction stage can be from heavy machinery used for clearing the RoW. High levels of SO2, HC
and NO x are likely from hot mix plant operations. The toxic gases can spread depending on local
meteorological conditions like wind speed, inversion rates, topographical conditions etc. Local
populace can be prone to health risks in case of continued emission concentration. Urban areas
being thickly built-up and populated are more likely to be impacted by construction stage emissions
than rural areas. Effects of air pollution are not pronounced on the target population in case of Rail
and Metro corridors during operation stage as they would be running on electricity generated
elsewhere.
208. Active measures as provision of adequate plantation in few sections tend to reduce the
dispersion of emissions and aid in their deposition. During design stage, traffic bottlenecks and
congestion is to be removed by improving road geometry and by widening the road to smoothen
traffic flow. Alternative alignments to through alignments in congested settlements need to be
improved to avoid air pollution. All precautions to reduce emissions from construction machinery
should be taken to reduce emissions. To minimize emission impacts at settlement locations, asphalt
plants, crushers and the batching plants should be sited at least 1 km in the downwind direction from
the nearest human settlement. During operation stage, vegetation can be used to reduce some of
the effect of lead as well as SPM emissions by plantation of Pollution resistant species. Pollution
resistant species, which can grow in high pollutant concentrations or even absorb pollutants, can be
planted in the first row. Broad-leaved tree species can help settle particulates with their higher
surface areas along with thick foliage, which can reduce the distance for which particulates are
carried from the road itself.
209. Noise Levels: Noise in case of roads, comes from four sources: vehicles (engine work,
acceleration, braking); friction between vehicles and road; driver behaviour (horn usage, loud music,
shouting, sudden braking or start); and construction and maintenance work (heavy machinery). While
in case of rail or metro, the sources of noise are the locomotives, carriage cars and interaction of
both of these with rail. Noise levels higher than 65dBA contributes to high blood pressure and
cardiovascular diseases causing health impacts (OECD, 2001).
210. Continuous noise, even if its levels are not too high, increases stress levels by causing
annoyance and disrupting communication. It can also lead to weakening of the auditory system and
sleeping disorders. Noise has negative effects on wildlife too; animals are often afraid of noise and
do not approach nearer to the sources as transport networks (road / rail), which can disturb their
breeding, feeding, or migration patterns.
211. Noise impacts of the proposed transportation links would be predominant during the
construction stage, associated with movement of heavy vehicles, blasting and stone crushing
activities. Construction of metro links along elevated sections in urban areas of MMR usually involves
LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
pile driving activities that introduce high noise levels in the area. Other activities as use of
compressors and drilling machinery also generate high noise levels. Mitigation measures as
regulating timings of construction and employing noise protection measures need to be worked out to
minimize noise impacts. At construction sites within 150m of sensitive receptors construction will be
stopped from 22:00 to 06:00. Construction camps or hot mix plants, or crushers or any noise making
activities should be located in the downwind direction of sensitive wild life areas.
212. Noise levels are likely to remain high during operation stage because of increased vehicular
speeds from the improved infrastructure capacity. However, smoother traffic flows, decrease in
sudden acceleration and deceleration of vehicles, decrease in use of horns because of separate
lanes for traffic moving in opposite directions and noise buffers in form of trees and barriers etc is
likely to keep noise level within the acceptable standards
213. Operation stage noise quality is assessed through FHWA screening noise model for road
and rail road noise prediction methodology for rail noise. Noise prediction is carried out for the
horizon year 2031 for all links in the proposed networks. Noise model suggests reduction in of noise
levels due to the project. However, about 23% length of freeway / expressway and about 36% of
length of Arterial roads have noise levels greater than 65 dB (A). Less than 5% of length of local
roads have noise levels greater than the permissible standard of 65 dB (A) for day time in
commercial areas as per CPCB. A summary of output of noise model is presented in Table 6-21.
Table 6-21: Noise Levels and Link Lengths
Hierarchy

Length of links (km) where

Noise level >= 65 dB (A)
Noise level >=55 and <65

Arterial
Freeway / expressway
Local

572.57
174.77
146.76

32.00
208.76
0.00

Total

894.10

240.76

214. Screening noise model for rail network is also used for estimating the existing noise levels
and also noise levels that are likely in 2031. For estimation of noise levels, a receptor is assumed to
be at the edge of RoW i.e., about 12.5 m from source of noise. Noise levels in 2031 are estimated
with a minimum headway of 5 min in daytime peak hour and 10 min in night time peak hour for rail
sections that are presently having headway greater than 30 min. In case of links as Churchgate
(CCG) to Borivali (BVI) peak hour headway is assumed at 90 seconds while off peak headway i.e.,
during night time is assumed at 3 min. The noise levels are already high at present i.e., above 80 dB
(A). These would increase further (reaching a peak of 94 dB (A)) with increase of operations on the
existing lines and would adversely affect the communities on the side of the rail lines. Table 6-22
presents a summary of results of the screening rail noise model.
215. During the Metro development, there will be an increase in noise level in the tunnels (metro
Corridor) and nearby ambient air (rail corridor). However, noise levels in the core city are likely to go
down. The increase in levels are likely to be marginal, hence local population will not be adversely
affected.
216. However, the exposure of workers to high noise levels especially, near the engine, vent shaft
etc. need to be minimized. This could be achieved by job rotation, automation, protective devices,
noise barriers, and Sound proof compartments / control rooms.

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LONG TERM TRANSPORTATION STRATEGY

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Table 6-22: Summary of Screening Rail Noise Model Results
Route

Distance
(km)

Mumbai CST (CSTM)-Kasara (KSRA)

Mumbai CST (CSTM)-Titwala (TLA)
Mumbai CST (CSTM)-Kalyan (KYN)
Mumbai CST (CSTM)-Thane (TNA)
Mumbai CST (CSTM)-Panvel (PNVL)
Churchgate (CCG)-Borivali (BVI)

136.00
64.10
53.20
33.00
48.90
34.00

Track ID
70029-70071
70029-70069
70029-70052
70029-70046
70029-70092
70001-70021

Number of
Operations
(Existing)
Day Night

Number of
Operations
(Assumed)
Day Night

18
38
81
98
65
254

132
132
132
132
132
440

12
25
35
56
59
187

78
78
78
78
78
220

Receptor
Distance
(m)

Estimated Noise
Level (Ldn)
Present

2031

81.22
83.39
85.14
86.98
86.96
92.92

89.42
89.42
89.42
89.42
89.42
93.86

12.5
12.5
12.5
12.5
12.5
12.5

217. The workers employed in the high noise level area could be employed in low noise level
areas and vice versa on rotation basis. At work places where automation of machinery is not
possible or feasible, the workers exposed to noise should be provided with protective devices.
Special acoustic enclosures should be provided for individual noise generating equipments,
wherever possible. Workers in those sections where periodic adjustment of equipment/machinery is
necessary, should be provided with sound proof control rooms so that exposure to higher noise level
is reduced.
218. Various active interventions as provision of noise walls would be necessary at locations of
high noise levels i.e., Leq > 75 dB (A). The noise walls need to be designed based on availability of
space and desirable attenuation along the transport networks. The impact due to high noise levels
will be critical at the various urban locations, due to the larger number of receptors and their
continuous exposure to high noise levels from the traffic. Shielding of noise from the road / rail
requires barriers along the settlement locations where noise levels are higher than permissible
levels. Noise attenuation can be worked out by the adoption of the of noise barriers.
6.13.6.

IMPACTS ON W ATER BODIES

219. Aquatic ecosystems likely to be impacted by the proposed road infrastructure plan could be
surface water bodies such as creeks, rivers, ponds, lakes, wetlands and ground water sources like
tube wells, wells, tanks etc located in the direct influence zone of the corridors. Lengths of water
bodies impacted by the proposed improvements are presented in the Table 6-23. Impacts on water
sources could be temporary or permanent based on their proximity to the corridors. Construction of
bridges and other cross drainage structures can affect the flow rate and pattern of streams and
rivers.
Table 6-23: Length of Water Bodies Impacted
S.No

Water body

Length through water bodies likely to be impacted in km

Freeway /
Arterial
Metro
New Rail Links
expressway

Total

Water body

16.61

13.94

18.71

4.51

53.77

Coastal Wetlands

47.23

63.67

31.71

9.69

152.3

Sea

64.71

6.46

34.04

1.19

106.4

128.55

84.07

84.46

15.39

312.47

Total

220. Surface and ground water sources being important natural and social resources, they should
be preserved to the extent possible. The impact of the project on ponds and other surface water
bodies should be avoided by minor realignment to the extent feasible. At locations where land take
from ponds and surface water bodies is necessitated due to engineering and social concerns, loss
due to the project should be adequately compensated.
6.13.7.

IMPACTS ON W ETLANDS

221. MMR corridors traverse through several coastal wetland areas. Roads and bridges are
frequently constructed across wetlands, which are accorded low significance by communities
LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
residing in adjoining areas. Impacts on wetland would be most pronounced during construction stage
and are likely to continue during operation stage as well. Construction activities at these locations
can directly or indirectly impound a wetland, even if culverts are used which in turn may change the
functions of the wetland.
222. Roads / bridges for freeway / expressway, metro or sub-urban rail services located near
riparian areas and wetlands may contain culverts that alter the natural hydrography of these water
bodies. These culvert placements often set the water level either above or below natural levels. Most
wetlands have seasonally fluctuating water tables allowing plants and animals to fulfil their annual life
cycle requirements. Certain wetland maintenance techniques, such as stop-log structures,
maintaining water levels of wetlands located upstream of the transport link, simulating the natural
hydrology throughout the year. Habitat for native fish, wildlife, and plant species can be maintained
and restored by this technique.
6.13.8.

IMPACTS ON COASTAL ZONES

223.
Coastal zones are transition areas between land and water. Coastal erosion is one of the
impacts of construction activities in coastal areas and can lead to loss of shoreline and associated
flora and fauna. Natural processes of sedimentation and the coastal protection provided can be very
severely impaired by the removal of sand from river systems or from beaches

224. Infrastructure development in coastal areas can lead to destruction of adjoining mangroves
through addition of sediment load and increased surface runoff from roads. Operation stage impacts
of roads in coastal areas are likely to be as severe as construction stage impacts. During operation
stage, accidental oil slicks from coastal roads get deposited on aerial roots of trees and kill
organisms in the habitat. In addition land take in coastal areas can cause beach vegetation to be
removed and replaced in part by plants inappropriate to that location, which provide less protection
against soil erosion.
225. The Environmental legislation has provisions to minimize impacts in coastal areas through
enforcement of the Coastal Zone Regulation Act. The Maharashtra State has a coastal zone
management plan in place. To the extent feasible, construction of infrastructure facilities are to be
avoided in the Coastal Regulation Zones. However, regulatory measures as generic to working near
water bodies specified above need to be undertaken.
6.13.9.

IMPACTS ON BIODIVERSITY

226. Biodiversity is built over millions of years occupying extremely diverse habitats such as
tropical rain forests and monsoon forests long stretches of geologic time to develop. The eastern
coast of Island City especially, is covered with large mangrove swamps, rich in biodiversity. Apart
from this, the MMR corridors traverse the Sanjay Gandhi National Park, which has rich flora and
fauna diversity. The proposed corridors though pass through the area, do not sever the National
Reserve but passes adjacent to Vasai Creek on the northern part of the park. Other areas in the
MMR are reserved and protected forests mostly on the hill ranges in the region. Table 6-24 shows
the likely land take for proposed links in the MMR.
227. Indirect impacts of road Infrastructure development are probably more endangering to
biodiversity areas as improved access to remote areas leads to unsustainable resource exploitation
and land use changes. Studies have shown that improved access have increased incidence of illegal
logging and mining activities in protected areas. While lands take in biodiversity areas could be much
less than envisaged, considering the present deforestation rate it is imperative that all measures be
taken to minimize loss of biodiversity rich areas to the extent possible. Detailed designs have to
consider realignment alternatives at the locations where the nationally protected areas are in the
vicinity of the project corridors.

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Table 6-24: Likely Land-take in Biodiversity areas (Nationally Protected Areas)
S.No.
1
2

Biodiversity Areas

Length through biodiversity areas km

Freeway /
expressway

Arterial

Metro

New Rail Links

Total

12.68
34.03
46.71

24.43
54.92
79.35

11.64
10.03
21.67

1.9
8.14
10.04

50.65
107.12
157.77

15

Sanjay Gandhi National park

Reserved and Protected Forests
Total

6.13.10. IMPACTS ON FLORA

228. Roads passing through forest areas cause damage to the floral ecosystem in the long run.
Emissions form vehicles, which are harmful to human health, also have adverse impact on
vegetation. Table 6-25 shows the adverse impacts of emissions on vegetation.
Table 6-25: Effects of Vehicular Emissions on Vegetation
Vehicular Emissions
Sulphur Dioxide
Ozone
Suspended Particulate
Matter

Effects on Vegetation
Enters into leaf through Stomata
Excessive exposure causes injury on blade with ivory colour, brown to reddish brown spots, depending
on plant and environmental conditions
High concentration causes dark brown to black lesions on upper surface of leaves
Block the stomata through deposition on leaf surface
Excessive dust deposition retards the growth of plant
Automobile exhaust smoke damage lower surface of leaves, bronzing and silvering, upper surface shows
fleck like marking

229. Impacts on vegetation due to ozone would be more pronounced in hill areas where incidence
of smog formation is more than in the plains. Construction stage activities generate a lot of dust and
adverse impacts due to SPM and would be more pronounced during construction period. Impacts on
flora of the area during various stages of the project are discussed in the paragraphs below.
230. Compensatory afforestation and other landscaping measures should be taken to restore
roadside plantation and enhance the visual quality of the corridor. As part of landscaping strategy, all
locations, which can be landscaped, should be identified and designed for appropriate landscaping.
In case of metro and rail links, for loss of trees and avenue plantation, areas of tree plantation
cleared should be replaced according to Compensatory afforestation.
6.13.11. IMPACTS ON CULTURAL PROPERTIES
231. There are 5 cultural places within the links proposed for freeway / expressway, 33 in arterial
roads and 18 in metro links. Impacts on cultural properties can be manifold such as loss of cultural
property, loss of access, loss of adjoining space, partial loss of structure etc. Based on the
significance of the cultural property the losses should be minimized / avoided accordingly. Maximum
adverse impact on a cultural property could be relocation of the property.
232. Measures such as realigning the pavement, restricting the carriageway width wherever it is
not feasible to realign the carriageway (applicable only for sensitive cases and wherein non
availability of land in urban areas) can be considered for significant cultural properties. Impacts to
cultural properties during construction stage are more significant and irreversible if precautionary
measures are not taken. The extent of impacts would be similar during construction of road / rail or
metro. As far as possible all cultural properties should be screened from construction dust settling on
to the structures. Extreme care is to be exercised while working close to the properties especially

15

The freeway / expressway links are adjacent to the Vasai creek and with appropriate fine tuning of the project alignment,
it is possible to avoid land take in the national park. In case of arterial roads, alternative alignments avoiding land take any
further impacts would be considered in the detailed design stage. Land take in case of metro rail alignments would be
present only if the alignment is over the ground. Since it is premature to finalise a type of alignment and choice of
technology for construction, this represents a worst case scenario and does not necessarily mean adverse impacts on the
national park. Land take in case of rail links would mostly be in the fringe areas of the park and is already developed area
and hence no impact due to land take on the park is anticipated on this account.

LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
with heavy construction machinery. Barricades to protect the property should be erected prior to
commencement of construction work close to the structure.
233. Relocation is the last option, which is to be carried out in consultation with the concerned
community. In such instances, after making a thorough comparison of the costs involved in changing
road alignments with the religious significance and cultural importance of the cultural property,
relocation of the property in question is recommended. Use of hazard markers at cultural property
located close to the road will caution approaching vehicles about the structure well in advance.
6.13.12. CONCLUSIONS ON INITIAL ENVIRONMENTAL EXAMINATION
234. The Initial Environmental Examination together with the environmental screening exercise
provided an impact perspective of the proposed network as a whole. With the analysis conducted, it
could be concluded that the implementation of the proposed project would help improving overall
environmental quality in the MMR. Implementation of the project improves air and noise quality of the
immediate influence area due to free flow of traffic and increased receptor distance i.e., wider
available RoW allows for dispersion and dissipation of air emissions and noise from vehicles.
235. However, there are few locations in the MMR and within the influence area of the project
corridors, which are environmentally sensitive and need to be adequately addressed during detailed
design of the individual sub-projects. The environmental screening has yielded list of links that are
environmentally sensitive and require a detailed environmental assessment during the detailed
design stage due to presence of Sanjay Gandhi National Park and Coastal Wetlands. The list of links
by type is presented in the report Initial Environmental Examination. In addition to the
environmentally sensitive links i.e. under Category 1, the links under Category 2 also require detailed
environmental assessment but may involve lesser number of alternative alignment studies to offset
environmental impacts. Links identified under Category 3 would require an IEE at sub-project level
and an EMP. Finally, the links under Category 4 apparently, may not require an EIA but need an
EMP to address generic environmental impacts to the road / metro / rail projects.
236. One of the major impacts of road / rail projects is the impact of noise on surrounding areas.
With the implementation of the project, there would be greater intrusion of road / rail into previously
untouched areas leading to increase in noise levels. However, noise analysis on Do Minimum
scenario indicates higher noise levels in the existing links due to increased traffic levels on the
already constrained network especially in arterial and local road networks. However, freeway /
expressway network present higher noise level than the lower order transport network but compared
to Do Minimum network, the noise levels are lower in most of the cases. In about 10% of the links of
freeway / expressway, projected noise levels are above 70 dBA while the same links in Do Minimum
network present lower noise levels.
237. In case of air emissions, the emission reductions are higher amongst the local and arterial
networks compared to freeway / expressway. However, the network as a whole presents an
emission reduction of over 630 tCO2e (630 ton equivalent of Carbon Dioxide) in case of P3E3
scenario. With increase in share of public transport and better emission regulations, the ER is likely
to increase providing higher ER for trading of Carbon.
6.13.13. NEED FOR EA CONSIDERATIONS DURING PROJECT PREPARATION
238. Improvement of environmental quality is expected from the proposed project but the region
itself being environmentally sensitive, emphasis on in-depth analysis of Environmental Impacts is
necessary.
239. Terms of Reference (ToR) to this effect is outlined below and a list of critical issues that need
to be included in the general ToR for Environmental Analysis is also presented. The TOR defines the
scope of the environmental assessment, the responsibilities or obligations of the environmental
assessment team, and the expected outputs, with focus on the significant environmental issues, and
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LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
may include:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)

Background of the project;

Objectives, scope, and size of the project;
Delineation of the area(s) to be covered by the environmental assessment;
Brief description of the potential environmental problems and possible alternatives to address the
environmental problems that the EA team will be required to investigate;
Description of the expected outputs, including information to be collected, analysis of environmental impacts
of alternative project sites and designs, mitigation measures, monitoring programs, an EMP, and action plan
for implementing the EMP;
Estimates of inputs required for the environmental assessment;
Institutional involvement / strengthening;
Public consultation and information disclosure action plan; and
Arrangements for implementing the environmental assessment

240. Additional issues have been identified for individual corridors that need to be addressed
during project EIAs are presented below. During detailed project preparation, environmental analysis
should assess the significance of the issues identified below and additional issues could be identified
which also need to be included in the EA study.
(a) Study for Bypass Alignments: All links / corridors that pass through sensitive areas such as National Parks and
Forest areas (especially Category 1 and Category 2 links) should undertake detailed investigation for
identification of alternative alignments to bypass the sensitive areas. In case of situations where it is not feasible
to bypass such locations, the argument should be accompanied by detailed assessment of all possible
alternatives. Cost benefit analysis should accompany the basis for selection of final alignment.
(b) Wetland Biodiversity Study: Coastal Wetlands that are likely to be impacted by the project should be studied
for any adverse impacts to wetland biodiversity during all stages of construction. Aspects such as ecosystem
functions of wetlands (for e.g. flood attenuation provided by wetlands) keystone species if any supported by the
wetlands, breeding or feeding sites supported by the wetland especially for protected species etc should be
studied. Where feasible, project should look into bypassing significant sensitive wetland areas especially
wetlands near the Mahim and Thane Creek areas. All roads / metro links passing through CRZ or in its vicinity
should undertake detailed assessment of the likely impacts of the proposed development on coastal biodiversity
including impacts on fisheries resources, mangroves, corals, marine mammals, avifauna, seaweeds etc
(c) Environment Assessment for Bridges: The project would involve new bridge constructions for road and metro
projects Most of the bridges would also need upgradation. Separate EIA studies should be conducted for all new
bridges to ascertain and mitigate adverse impacts on aquatic ecosystem. Adequate mitigation designs and
measures should be worked out to avoid all likely impacts due to bridge construction.
(d) Impacts on World Heritage sites/Archaeological Properties: The screening exercise identifies the presence
of archaeological properties in the vicinity of the corridors. However, the proximity of the property and related
impacts on accessibility need to be ascertained / addressed with respect to existing legislations on the same,
during project preparation.

6.14.

SOCIAL IMPACT ASSESSMENT

241. The social assessment covers the following: (a) assessment of major impacts and
quantification of the same where applicable; (b) quantification of impacts on population and land; (c)
assessment of impacts on vulnerable groups and slum dwellers; and (d) suggestion of resettlement
and rehabilitation framework for the project as whole. The evaluation of social aspects of the
transport network covering these are presented in the following sections.
6.14.1.

IMPACT ANALYSIS

242. In order to assess the social implications of alternative strategies proposed in the project
several techniques of analysis as Geographical Information Systems (GIS) are employed. The
proposed project consists of upgradation of existing roads, capacity augmentation of rail, metro lines
and green field access controlled higher order road network. Consequently the area of direct
influence will not only be confined to the RoW of each sub-project but also extend into built up and
agriculture lands. The impacts at local level are assessed based on the tentative alignments finalized
and by overlaying with existing land use in a GIS platform.
243. The direct influence zone would be the RoW for respective sub-project and the indirect
influence zone would be up to 10 km from each corridor. Direct influence zone in case of Arterial
LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
60 m, Freeway / expressway 100 m, Sub-urban and Metro 50 m with the respective alignments
being the centreline of the zone.
244. This section of the report concentrates primarily on identification of likely social impacts due
in the MMR and serves to aid
to implementation of proposals recommended in
streamline the R & R process.
6.14.2.

INITIAL IMPACT ANALYSIS

245. Having understood the socio-economic profile of the PAPs in the region, the social and
resettlement impacts resulting from the long term investment strategy and transport network are
, as already discussed aims at developing a public transport network
assessed. The
based on both road and rail networks. The road networks will be a combination of freeway /
expressway and arterial roads and the rail networks will comprise metro and new sub-urban rail
network. The impact analysis is done separately for the different types of networks proposed in the
overall concept plan. An assessment of the people and land impacted has been done in the following
sections.
6.14.3.

ESTIMATES OF L AND REQUIRED

246. Land requirement estimates show that the total land required for the project is about 18340
ha which accounts for 4% of the total area of MMR. The proposed freeway / expressway and arterial
account for more than three-fourth the total length and areas of the transport corridors. The proposed
freeway / expressway of 100m wide RoW will account for 41% of the total land required under the
project followed by the arterial road network of 60m wide RoW (Table 6-26). The metro and new rail
lines constitute nearly one-fifth of the proposed length and area required of the network.
Table 6-26: Length and Area Required for Various Proposed Networks in MMR
Length (km)

% to Total

Area (ha)

% to Total

Freeway / expressway
Arterial
Total Road
Metro
New Rail
Total Rail

Network Type

783
1214
1997
512
241
753

28
44
73
19
9
27

7590
7100
14690
2480
1170
3650

41
39
80
14
6
20

TOTAL

2750

100

18340

100

Source: Estimated.

6.14.4.

LAND C ATEGORIES

247. Table 6-27 shows distribution of land to be acquired according to various land uses for all the
networks of
. Of the total land about 29% is under agriculture and wasteland. 44%
of the total area is built up consisting of residential and commercial development and accounts for
18.5% of MMRS built up area. The large proportion of area affected in this category will also affect a
large population as these are very high density areas with 105 persons per hectare.
Table 6-27: Category wise Land Affected by Various Proposed Networks in MMR (Ha)
Land use
Agricultural and Wasteland
Industrial
Built Up
Fully Developed
Area not Fully Developed
Water Bodies, Sea and Coastal Wetland
Forest Area
Other Areas
Outside MMR
Total
% to Total
Source: Estimated.

6-82

Free Way

Arterial

Metro

New Rail

Total

% to Total

2560
120
2630
2090
540
1260
570
50
400
7590
41

1800
400
3700
3100
600
400
700
100
0
7100
39

510
120
1290
1150
150
390
140
30

500
20
490
320
170
70
70
10
10
1170
6

5370
660
8110
6660
1460
2120
1480
190
410
18340
100

29
4
44
36
8
12
8
1
2
100

2480
14

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
248. MMR has rich and diverse natural environment, unique to any developed region of the
country. The region is composed of varied land forms from islands, coastal wetlands to high lands of
Deccan plateau. The MMR has within its boundary the coastal wetlands formed from confluence of
sea and rivers, forests on hillocks and hill ranges and also a National Park. Apart from this there are
several lakes formed naturally and by damming the rivers that act as water supply reservoirs.
249. The types of forests in the MMR are Southern Tropical Moist Deciduous Forests and Littoral
and Swamp Forests. Several Reserved Forests are present in the MMR and also spread throughout
the surrounding areas. The talukas of Karjat, Panvel, Pen and Alibag together have a reserved forest
extent of 187 sq. km and 21 sq. miles of protected forests.
250. Sanjay Gandhi National Park in the Mumbai suburban region lies within city limits and
occupies most of the northern suburbs. The park encompasses an area of 104 sq km and is also the
largest park in the world located within city limits. The park has a rich diversity of flora and fauna.
Though located mostly in the Mumbai Northern Suburbs, the northern reaches of this forest lie in
Thane district. The park is said to be the lungs of the city as it purifies most of the citys pollution.
Forestlands to be acquired in the project account of 8% of the total impacted land and is 1.25% of
the total forest under the MMR. These include parts of the Sanjay Gandhi National Park and account
for some human inhabitation.
251. The impact assessment has also been done separately for the four types of transport
networks proposed. The land affected by Freeway / expressway would comprise nearly the equal
proportion of land under agriculture and built up which in total account for nearly two-third of the total
impacted area Table 6-28.
Table 6-28: Category wise Land Affected by Proposed Freeway / Expressway in MMR (Ha)
Land use
Agricultural and Wasteland
Industrial
Built Up
Fully Developed
Area not Fully Developed
Water Bodies, Sea and Coastal Wetland
Forest Area
Other Areas
Outside MMR
Total
Source: Estimated.

Existing

Proposed

Total

% to total

60
20
630
570
60
120
30
0
80
940

2500
100
2000
1520
480
1140
540
50
320
6650

2560
120
2630
2090
540
1260
570
50
400
7590

34
2
35
28
7
17
8
1
5
100

252. The built up area comprises nearly half the land affected by the proposed arterial roads and
one-fourth area affected is under agriculture (Table 6-29). High proportion of area under built up
would lead to high population impact leading to loss in both assets and livelihood. The network will
also affect nearly 10% of the forestland also.
Table 6-29: Category wise Land Affected by Proposed Arterial Roads in MMR (Ha)
Existing

Proposed

Total

% to total

Agricultural and Wasteland

Industrial
Built Up
Fully Developed
Area not Fully Developed
Water Bodies, Sea and Coastal Wetland
Forest Area
Other Areas
Outside MMR

Land use

1000
300
2700
2300
400
100
400
100
0

800
100
1000
800
200
300
300
0
0

1800
400
3700
3100
600
400
700
100
0

25
6
52
44
8
6
10
1
0.0

Total

4600

2500

7100

100.0

Source: Estimated.

253. The built up area comprises nearly half the land affected by the proposed metro and one-fifth
area affected is under agriculture (Table 6-30). High proportion of area under built up would lead to
LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
high population impact leading to loss in both assets and livelihood. The new rail lines will affect the
same proportion of land under built up and agriculture. Both the networks will affect 6% of the
forestland also.
Table 6-30: Land Affected by Proposed New Rail and Metro Networks in MMR (Ha)
Land use
Agricultural and Wasteland
Industrial
Built Up
Fully Developed
Area not Fully Developed
Water Bodies, Sea and Coastal Wetland
Forest Area
Other Areas
Outside MMR

Total

New Rail

% to total

Metro

% to total

500
20
490
320
170
70
70
10
10

43
2
42
27
15
6
6
1
1

510
120
1290
1150
150
390
140
30

21
5
52
46
6
16
6
1

1170

100.0

2480

100

Source: Estimated.

6.14.5.

IMPACT ON POPULATION

Total Population Impacted

254. The land acquisition in the project would affect nearly 16 lakhs. About 82% of the projectaffected families are estimated to be affected in the residential category. Out of the various proposed
network of arterial roads would affect maximum people (Table 6-31). The proposed new rail lines will
affect only 1% of the total people.
Table 6-31: Total Population Impacted by Various Proposed Networks in MMR
Land use
Agricultural
Industrial
Residential
Commercial
Total Population
% to Total
Source: Estimated.

Freeway

Arterial

Metro

New Rail

Total

% to Total

34591
14123
336578
37398
422689
29

27628
19930
631386
70154
749097
44

16604
18919
360029
40003
435555
26.7

4436
1039
13442
1494
20410
1.3

83259
54010
1341434
149048
1627752
100

5.1
3.3
82.4
9.2
100

255. The land acquisition for freeway / expressway would affect nearly 4 lakhs people. About 80%
of the project-affected families are estimated to be affected in the residential category (Table 6-32).
The proposed network will impact nearly three-fourth of all population impacted under this category.
Table 6-32: Total Population Impacted by Proposed Freeway / Expressway in MMR
Category of
Impacted Population
Agricultural
Industrial
Residential
Commercial
TOTAL
Source: Estimated.

Existing
Network
102
5381
113413
12601
131498

Population Impacted
Proposed
Network
34489
8742
223165
24796
291192

Total

% to total

34591
14123
336578
37398
422689

8
3
80
9
100

256. The land acquisition for arterial roads would affect nearly 7.5 lakh people. About 84 percent
of the project-affected families are estimated to be affected in the residential category (Table 6-33).
The widening of the existing network will impact nearly two-third of all population impacted under this
category.

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LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
Table 6-33: Total Population Impacted by Proposed Arterial Roads in MMR
Land Use
Agricultural
Industrial
Residential
Commercial
Total Population
Source: Estimated.

Existing

Proposed

Total

% to total

11313
17546
445547
49505
523912

16314
2384
185839
20649
225185

27628
19930
631386
70154
749097

4
2
84
10
100

257. The land acquisition for metro would affect nearly 4.3 lakh people. About 83 percent of the
project-affected families are estimated to be affected in the residential category (Table 6-34). The
population impacted due to new rail networks will however be only one- fifth of that affected by the
metro development.
Table 6-34: Total Population Impacted by Proposed New Rail and Metro Networks in MMR
Land Use
Agricultural
Industrial
Residential
Commercial
Total Population
Source: Estimated.

6.14.6.

New Rail

% to total

Metro

% to total

4436
1039
13442
1494
20410

22
5
66
7
100

16604
18919
360029
40003
435555

4
4
83
9
100

VULNERABLE POPULATION SCHEDULE TRIBES

258. The maximum negative impact of developmental projects is on the vulnerable groups of the
society. Schedule tribes also constitute the vulnerable. The project districts of Thane and Raigad
have large proportion of tribes including the primitive tribe of Katkari as identified by the central
government.
259. In Maharashtra, there are only three primitive tribal communities Gond, Kolam, and Katkari
out of the 75 tribes identified as primitive tribal groups by the Ministry of Welfare under the Central
Sector Scheme with main concentration in Thane and Raigad districts located mainly in Karjat and
Khalapur areas. The state and central governments are bound by the Constitution to take special
care of the communities which comes under the primitive category.
260. Poverty and backwardness are major issues confronting tribal communities in these districts.
Basic needs like adequate food, proper shelter, education, primary health care, etc. are beyond the
reach of a large number of people. There are no sources of employment in the region with a result
that a majority of tribals are poor and fully dependent on land (agriculture and/or forests) for their
survival. The Katkari community is one of the worst affected because of rapid urbanization causing
tremendous loss of livelihood, since this community is mostly concentrated in the Thane and Raigad
districts which are in close proximity to Mumbai. In Raigad, the population of the schedule tribe is
12% and in Thane it is 15%.
261. The Katkaris have been listed as primitive tribal groups due to very low level of literacy,
stagnant population, pre-agricultural stage of existence and economic backwardness. About 90 % of
children do not attend schools and the prevalent literacy rate is 7 to 8 % among males and 1%
among females. Traditionally, the Katkaris lived off the forest for fuel, food and water. Deforestation
has led to a reduction in the life-sustaining capacity of forests, and most of them have become
landless labourers since much of the community land has been taken over by the government or the
richer farmers. Over 30 % people are landless while the remaining people are small & marginal
farmers with average land holdings of 1-2 acres (0.5 to 1 acre paddy fields and 1 to 1.5 acres
upland).
262. Today, they earn their living by working as landless agricultural labourers by taking fields on
lease, fishing from the nearby river and working as construction labourers. Among the children, the
dropout rate is very high because of various reasons related to their specific socio-economic
LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
conditions.
263. Agriculture in the region is subsistence based and consists of a single rain fed crop. On an
average, agricultural produce supports partial food needs of families for not more than 5-6 months in
a year. The Ministry of Social Welfare, GoI is supposed to provide 100 percent grant under the
Scheme, to ensure medical care, safe drinking water, nutrition, vocational training for women and
pre-school education for girl children, economic development programme etc. Yet, very few hamlets
have access to drinking water, or are connected by pucca roads. They have gained some benefits
from schemes like the Indira Awas Yojana or the public distribution system.
264. Gainful employment within the region can prevent migration to cities besides improving the
standard of living of local communities. Unfortunately, there is a dearth of employment opportunities
in the region with a result that some people migrate to urban centres in search of work, some stay
back but resort to destructive employment (tree felling, etc.), while a majority remains unemployed
and poor. A need is thus felt to generate meaningful and environment-friendly sources of
employment for tribal communities in the region. As the tribal population of these areas have already
taken to the mainstream, no adverse impacts of the infrastructure plan is anticipated.
6.14.7.

IMPACT ON S LUMS

265. In MMR, as per 2005 estimates, nearly 37% of the urban population lives in slums. Out of
MMR. The slum
this, only 3% will be affected due to the proposed projects under
population impacted is 12% (Table 6-35) of the total population affected, out of which 80% will be
affected due to freeway / expressway and arterial roads. The proposed rail lines network would pass
through any slum locality and the metro will affect 9000 about slum households.
Table 6-35: Slum Population Impacted by Proposed Networks in MMR
Network Types

Existing

Proposed

Total

% to Total Affected Population

25783

18543

44326

2.3

Arterial

101980

40940

142920

7.5

Total Road

127763

59483

187246

9.8

Metro

45709

45709

2.4

New Rail

0.0

Total Rail

45709

45709

2.4

127763

105192

232955

12.2

Freeway / expressway

TOTAL
Source: Estimated.

6.15.

TRANSPORT TERMINALS

266. Based on the detailed analysis of external travel by rail, road and goods vehicle movement
and groundside of air passenger travel, new transport terminals have been proposed. Potential for
travel by passenger water transport along east, west coasts of Mumbai and across other major
creeks of MMR has also been reviewed and the terminals identified. However, water borne transport
will not have a material effect on travel demands by traditional wheel modes. A complicating factor in
planning terminals for air and inter-city rail is that the prime jurisdictional responsibility is of Central
Government.

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LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
6.15.1.

RAIL TERMINALS16

267. The existing inter-city rail passenger terminal and halt stations in MMR on Western Railway
are Mumbai Central, Bandra Terminus (Terminal Stations), Dadar, Andheri, Borivali, Vasai Road and
Virar (Stopping Stations). On Central Railway, these are Chhatrapati Shivaji Terminus, Lokmanya
Tilak Terminus, Dadar (Terminal Stations), Thane and Kalyan (Stopping Stations).
268. The base year (2005-06) total
originating and destined rail passengers is
approximately 93.88 million. It is estimated that
by 2016 the total annual originated and
destined passengers to be 123 million
increasing to 165 million by 2031. The
anticipated increases in inter-city rail passenger
trips to/from MMR area justifies both the
expansion of existing terminal facilities and
additional terminal facilities integrated with
expanded suburban train and metro networks.
Both rail passenger terminals and separate
rail/road inter-modal facilities are required.
Indian Railways is currently undertaking a
study of a dedicated rail freight corridor
connecting between Delhi and Mumbai. It is
believed that the preferred alignment for this
corridor within the MMR is the double tracking
of the existing rail line that is currently
predominately used by freight trains and is
routed to the north of Vasai Creek crossing the
Ulhas River, west of Dombivali as shown in
Figure 6-67. The IR study has not been Figure 6-67: Proposed Inter-City Rail Terminal/
finalized but there may be the need to provide Station & Intermodal Strategy
one or more inter-modal yard/terminal immediately adjacent to the dedicated corridor within the
MMR. These inter-modal yards typically consume large amounts of land and attract trucking and
warehousing operations on peripheral lands. These complexes also require good road connectivity to
the major highway network. It is beyond the scope of the
to establish a preferred
site for an inter-modal facility but this matter should be pursued with Indian Railways to ensure
planning integration.
269. The estimated passengers originated/ destined at various stations of MMR warrant for
planning for expanding some the terminal facilities or new terminal facilities near the existing
terminals within the catchment area of the terminal/ station. Based on the proposed transport
network (road, rail and metro) for 2031, proposed international airport in Navi Mumbai, some
preliminary planning of proposed locations of inter-city bus terminals, truck terminals, etc., new intercity rail terminals have been proposed at the following six locations. In addition, the existing terminals
and stations need to be improved to handle the additional demand.
16

The increase in population and employment opportunities and consequent development activities in MMR, will increase the
demand by inter-city passenger travel by regional rail system. However there is fierce competition between the railways, regional
bus operators and low cost airlines in the same travel market and there is some uncertainty how this will play out over the next 10
years. This requires expansion of existing terminals and addition of new terminals in the newly developing areas of the region.
Estimation of future requirement of rail-terminal facilities needs estimation of trip-ends at these terminal locations for the horizon
period.

LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
(a)
(b)
(c)
(d)
(e)
(f)

Near Vasai Virar;

Near Kalyan;
Near Khandeshwar sub-urban railway station and retaining the Panvel as en-route station;
Intersection of MTHL Metro corridor and Belapur-Uran Railway Line;
Near Bhiwandi (Near Vasai Road-Diva Line); and
Near Jite on Panvel-Thal Railway Line.

270. Based on the 2016 and 2021 population and economic indicators the demand for inter-city
terminals has been estimated. It is recommended that least two new terminals to be developed
during the period 2005-16 are one near Vasai Virar and other near Kalyan, another two terminals
with one near Khandeshwar sub-urban station and the other at the intersection of MTHL and Metro
Corridor near Belapur-Uran line during the period 2016-21. During the period 2021-31 the last
terminal near Jite on Panvel-Thal railway line is recommended to be developed.
6.15.2.

INTER STATE/INTER CITY BUS TERMINALS

271. Local bus transportation demands of the people within the urban areas are met by the local
transportation organizations operated by the respective municipal corporations. Long distance and
inter regional travel demands of the MMR are met by state road transportation corporations and
private bus operators.
272. Primary surveys have been carried out at 13 bus terminals in MMR to capture the socioeconomic and travel characteristics of the inter-city bus passengers. Analysis of the surveys and
future bus terminals requirements have been presented in a separate report on Bus Terminal
Studies submitted in September, 2006. It is recommended that, the MMR needs 4 interstate bus
terminals and 13 bus stations by 2031 and the tentative
locations are as follows.
Inter-State Bus Terminals
(a)
(b)
(c)
(d)

Near Wadala Truck Terminal, Greater Mumbai

Near Mira-Bhayander
Kalyan area
Panvel area

273. Based on the estimated population growth and UDPFI

guidelines, it is suggested that, the inter-state bus terminals
near Wadala and near Mira-Bhayander are required to be
developed immediately. While the terminals at Kalyan and
Panvel are recommended to be developed during 2016-21 and 2021-31 respectively. Approximate
area proposed for each of these terminals is 20 Ha.
Inter-City Bus Terminals
(a) Western Suburbs of Greater Mumbai: In between Bandra
and Borivali
(b) Eastern suburbs of Greater Mumbai: In between Kurla
and Mulund
(c) Western part of Thane Municipal Corporation area
(d) Nerul in NMMC
(e) Kalyan Dombivali Municipal Corporation area
(f) Vasai/ Virar area

(g) Pen-SEZ area

(h) Bhiwandi-Nizampur MC area
(i) Mira-Bhayandar MC area
(j) Navgarh-Manikpur Municipal Council area
(k) Alibag Municpal Council area
(l) Karjat Municipal Council area
(m) Badlapur Municipal Council area

274. Based on the estimated population growth and UDPFI guidelines, it is suggested that, the
inter-city bus terminals in Western suburbs between Bandra and Borivili , and the other in KalyanDombivili corporation limits are required by 2016 . While the terminals at Vasai Virar, Pen SEZ and
Bhivandi-Nizampur areas should be developed during the period 2016-21 and the remaining during
2021-31. Approximate area proposed for each of these terminals is 3 Ha.

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LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
6.15.3.

MAJOR MULTI- MODAL TRANSIT TERMINALS

275. It is recommended that consideration be given to developing three major rail and bus
terminals as important interchange points between inter-city rail/intercity bus/ suburban rail/metro
and MMR express bus services namely:
(a) Existing Thane Station;
(b) In the Vashi Area to interface with the suburban rail and two proposed metro lines; and
(c) In the Mira Bhayander Area to interface with the Western Railway and the two proposed north-south metro lines
and the metro line to Thane.

276. Because of space limitations these multi-modal terminals/stations would likely involve above
grade structures spanning over the railway tracks. Subject to feasibility studies commercial and
residential air-right development could be incorporated to create significant nodal centres that would
benefit from the regional transport accessibility. Recent initiatives of BEST in tendering 30 year airright leases above bus terminals suggests that similar revenue generating opportunities should be
explored at all stations and terminals.
6.15.4.

TRUCK TERMINALS

277. An efficient goods transport movement system is critical to the economy of huge urban area
such as the MMR. Mumbai has a continuing role as the most important trading gateway to India
through its two major ports. The region is also well connected by rail and road to the rest of the
country. Moreover, the Mumbai Region is home to a number of industrial growth centers which
generate considerable goods traffic movement.
278. The economic and physical characteristics of goods transportation, parking, loading and
unloading, etc. leads to special and often complex issues in accommodating truck operations. The
flow of goods into and out of large urban area (Inter-city movements) is characterized by bulk
shipment, whereas their movement within urban area (Intra-city movements) by smaller shipments.
Though the physical boundary of urban area gets enlarged over time, the locations of goods
activities often remains unaltered. This leads to traffic congestions within the urban area. In addition
to this, increase in urban area over a period of time demands more quantity of commodities.
However in many developed economies, large trucks often have to meet critical just in time deliveries
because the truck or container, is in effect part of a production line between a manufacturer and an
assembler. The need to have confidence in delivery schedules and security of goods has led to
trucking becoming more dominated by larger companies. India has not reached this point and may
never unless there is a major restructuring of the retail industry. Small goods vehicle owners are
notoriously difficult to regulate. The economy of goods distribution in urban areas is often border line
and owners are reluctant to incur truck terminal charges when street parking is free and often close
to home.
279. Approximately there are 44 major truck terminals in MMR. Based on the detailed analysis
undertaken and forecasts made of goods traffic, five (5) major truck terminals and 10 mini truck
terminals have been proposed for the horizon year 2031. The major truck terminal locations are as
follows:
(a)
(b)
(c)
(d)
(e)

Near boundary of MMR on NH-8 (Mumbai-Ahmedabad);

Near boundary of MMR on Mumbai Pune Expressway;
Near JNPT/NMSEZ/MMSEZ;
Near the proposed international airport in Navi Mumbai; and
Near boundary of MMR on NH-3 (Mumbai-Nashik).

280. Based on the estimated population growth, other economic & industrial activities and UDPFI
guidelines, it is suggested that two terminals, with one on NH-8 and the other on Mumbai Pune
Expressway Corridor, at MMR limits to be developed as they are required by 2016. While the
terminal at JNPT/NMSEZ/MMSEZ is required during 2016-21. While rest of terminals are
recommended to be implemented during 2021-31. Approximate are proposed for each of the major
LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
and minor truck terminals is 200 ha and 10 ha respectively.
6.15.5.

AIRPORT TERMINALS

281. Travel projections17 made based on time series data, economy growth of the region and
estimates reported by world agencies have indicated that the domestic travel may grow at the rate of
9% pa while the international travel may grow by 6.5%.pa. These growth rates imply that by the year
2024 the domestic demand may increase to 54 million (9.6m in 2003/4) while the international may
reach 21 million (6.1m in 2003/4). Based on trends over the last 2 years these forecasts may be
somewhat low.
282. Mumbai International Airport Limited (MIAL) the joint venture company led by GVK and the
current operator of the airport have prepared independent forecasts which show much higher
passenger growth in the period to 2012 but similar figures by 2025 of 80 million passengers, as
compared to this studys forecast of 75 million. These forecasts are based on an unconstrained
assumption i.e. airport capacity is available to meet the demands. The 40 million MIALs forecast by
2015 is a critical number since it is also the approximate estimate of the maximum capacity of the
airport with the existing runway configuration and assumes that the daily peak passenger loads can
be spread to shoulder periods.
283. The conclusion from the above discussed forecasts is that either a new airport is unlikely to
be available by 2015, as it should have been under construction. Since, this is most unlikely it is
recommended that every effort to be made to add a parallel runway at the existing airport. By
comparison 40 million passengers are about the passenger volume at the Hong Kong and JFK New
York airports.
284. There is ongoing debate between the Airport operator and the Airport Authority of India (AAI)
regarding the practicality of constructing a second parallel runway which is a critical factor in the
timing of building a new airport in Navi Mumbai as is being proposed by CIDCO. While the airport
and terminal issue is largely a Central Government matter the provision of groundside transportation
(public and road) will rest with the State and the municipalities. However from an initial assessment it
is concluded that:
(a) There is little doubt that an urban region having a population of 34 million (2031) will require more than one
airportthe issue is more when, where and how?;
(b) Not only will at least two airports be required but both should have, as a minimum, two parallel runways; and
(c) The potential capacity of the existing airport location should be maximized to meet short to medium term needs
as well as the long term requirements?.

285. From perspective of

it appears to be a reasonable premise that the short
and medium term program strategies assumes that a new airport in Navi Mumbai which is already in
advanced stage of planning, is required by 2016.
6.15.6.

PASSENGER WATER TRANSPORT TERMINALS

286. Passenger Water Transport services have been studied separately for West Coast, East
Coast18 and although the study area is limited to the influence area of the PWT mode. Review of
these studies is presented in Annexure 4-8. 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 are considered. The total daily passenger use estimated for the base year (2005)
and horizon year (2031) are 0.97 and 1.39 lakhs for catamaran option or 0.89 and 1.27 lakhs for
hovercraft option. In case of PWT study for East coast, the potential catchment areas considered
17

In order to assess the air transport passenger demand at Mumbai international and domestic airports surveys were
organised to obtain data from secondary sources and through direct interviews with passengers. A report on Airport
Terminal Studies dated Sept. 2006 has been submitted.
18

Feasibility studies carried out by MSRDC

6-90

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
are 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 for catamaran option or 5,895 and 10,068 for
hovercraft option.
287. The findings of several studies 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)
(b)
(c)
(d)

Providing easy accessibility to the PWT terminals;

Uncertainty of schedules due to effect of weather condition, tides, currents, navigational conditions, etc.;
Reliable disaster management plans; and
Restricted period of operation during the day as well as over the year.

288. With the 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.

6.16.

COST ESTIMATES

289. The requirements of the terms of reference of the

were that preliminary or
pre-feasibility study level estimates of capital costs be provided for the recommended transport
infrastructure investment program. This section summarizes the estimated costs of the
improvements proposed for the suburban rail system (including system expansions, capacity
enhancements and upgrading of stations to modern standards), the recommended metro network,
the construction of multi-modal corridors (generally new highways with one lane in each direction for
the exclusive use of buses EBLs) the provision of new buses to operate on EBLs, construction of
new highways and specific arterial roadways, carrying out designated traffic engineering measures,
provision for passenger water transport, building new inter-city bus terminals and bus stations, rail
terminals and new truck terminals.
290. The capital costs do not include any provisions for maintaining the existing transport
infrastructure and rolling stock in a state of good repair, since the focus is on infrastructure
improvements to accommodate growth and to reduce existing capacity deficiencies. Preliminary
capital cost estimates for recommended transport network for the horizon year 2031 is presented in
the following sections.
Cost Estimation Process
291. The initial step in the costing process involved the determination of appropriate unit rates for
various infrastructure components using available data from completed detailed project reports,
works carried out by MMRDA, MSRDC and MRVC, tenders and consultants experience of similar
projects in India. The level of estimating required that the unit costs should be all inclusive19, for
example, the unit cost per km of an elevated metro includes:
(e) Diversion of existing roadways;
(f) Grading & Structures;
19
The cost of securing right of way is not included due to wide variation in cost of land and cost of R&R by project and
location.

LONG TERM TRANSPORTATION STRATEGY

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TRANSFORM
(g)
(h)
(i)
(j)
(k)
(l)

Track work, signalling, electrification, communications and security systems;

Stations and station improvement area, fare collection equipment;
Taxes (custom duty, works tax, excise duty, sales tax, etc.);
Feasibility studies engineering & construction supervision;
Commissioning and testing; and
Other required works and contingencies.

292. The unit rates adopted for cost estimating purposes are presented in Table 6-36. These are
reviewed and confirmed by MMRDA.
293. Cost estimates for the metro, sub-urban, highway, bus system, passenger water transport,
terminals, etc. for year 2031 is summarized in Table 6-37. Corridor wise and system wise details of
cost estimates are presented in Table 6-38 to Table 6-43 . The cumulative capital cost of
implementing the recommended transport network for the year 2031 is INR 2,080 billion (at 2005-06
prices).
Table 6-36: Unit Rates Adopted for Broad Cost Estimates for Horizon Year Transport Network
Sl.
No.

Description

Unit

Amount
(INR million) @
2005-06 Prices

1
Metro Line (Twin Track) without Rolling Stock-At Grade
km
1080
2
Metro Line (Twin Track) without Rolling Stock-Elevated
km
1380
3
Metro Line (Twin Track) without Rolling Stock-Underground
km
4620
4
Metro Line (Twin Track) without Rolling Stock-Underground, Below Seabed
km
5400
5
Rolling Stock Cost/km of Metro lines based on a 6 coach rake for each km of twin track
km
360
6
Sub-urban Line (Twin Track) without Rolling Stock-At Grade
km
600
7
Rolling Stock Cost/km of Sub-urban lines based on a 12 coach rake for each 1.5 km twin track
km
160
8
Higher Order Access Controlled Expressway-At grade 4 + 4 Lanes
km
180
9
Elevated Road (3 + 3 Lanes) on existing road surrounded with built-up area
Km
600
10
Arterial Roads: 3+3 Lanes with adequate footpath facilities
Km
145
12
Short Sea Links (less than 10 kms length): Road (3 + 3 Lanes)
km
900
13
Long Sea Links (more than 20 kms length): Road (4 + 4 Lanes)
km
2400
14
Higher Order Access Controlled Expressway-At grade 3 + 3 Lanes
km
216
Note: The above costs include taxes (Custom Duty, Works tax, Excise duty, sales tax, etc.) which is approximately 12% and
administrative expenses for implementation of the project (8%)

Table 6-37: Summary of Preliminary Cost Estimates for Proposed Transport Networks for Horizon Years 2031
Component

Length (km)

Cost (INR million)

Metro System
435
Sub-Urban Railway System
248
Highway System
1661
Highway Corridors with EBL
79
Bus System
Passenger Water Transport
Terminals
2,422
Total
Note:
1. Estimated Total Cost (INR million) @ 2005-06 Prices
2. Intercity rail terminals, Inter-state bus terminals, Inter-city bus terminals and Truck terminals

1,083,730
314,180
586,690
16,950
42,800
4,800
30,400

2,079,560

Table 6-38: Cost Estimate - 2031 (Metro)

Location

Greater Mumbai

Rest of MMR

6-92

Line No.

M1
M2
M3
M4
M5
M6
M7
M8
M9
M10
M11

Line Description

Varsova-Andheri-Ghatkopar
Mankhurd-Bandra-Charkop
Backbay-Bandra
Charkop-Dahisar
Ghatkopar-Mulund
BKC-Kanjurmarg via Airport
Andheri (East) - Dahisar (East)
Hutatma Chowk-Ghatkopar
Sewri-Prabhadevi
Dahisar-Mira Road-Manikpur-Virar
Thane Ring Metro

Length
(kms)

15.0
32.6
19.2
7.5
12.4
17.2
15.9
22.4
3.5
29.9
19.4

Estimated Total
Cost (INR
million)

20,700
51,530
88,700
10,350
17,110
51,280
21,940
103,490
16,170
56,180
26,800

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
Location

Line No.

M12
M13
M14
M15
M16
M17
M18
M19
M20
M21
M22
M23
M24

Line Description

Thane-Ghodbander-Dahisar
Balkhum (Thane)-Bhiwandi-Kalyan-Narthen Gaon
Phokhran-Kharegaon
Kushavali-Ambernath
Kanjurmarg-Mahape-Kalyan Phata-Pipe Line
Mankhurd-Vashi-Narthen Gaon
Vashi-Belapur-New Airport-Panvel
Targhar-Kharkopar-Nhava Sheva-Dronagiri
Kharkopar-Dhutum-Pirkone-Shirki-Vadkhal
Dronagiri-Pirkone-Jite
Shirki-Washi-Jite
Fort (Horniman Circle) - Uran - Dronagiri
Sewri-Kharkopar

Length
(kms)

Estimated Total
Cost (INR
million)

27.2
33.3
5.0
10.4
13.2
24.1
18.8
18.7
30.5
13.8
9.9
15.9
19.7

Rolling Stock
Total

31,820
43,400
8,650
11,990
34,470
51,690
35,250
22,990
40,280
21,190
14,410
50,240
96,330
156,760
1,083,730

Table 6-39: Cost Estimate - 2031 (Suburban Rail)

Location

Line No.

New Sub-urban Railway

Lines/ Additional Tracks

S1
S2
S3
S4
S5
S6
S7
S8
S9
S10
11

Sub-Urban Rail
Improvements ,

12

Line Description

Diva-Vasai Road
Panvel-Jite-Thal
Rewas Port (new link)
Panvel-Karjat
Panvel-Uran
Kharkopar-Jite (new link)
Ranjanpada-Kharkopar-Targhar-Seawood (new link)
Thal-Alibag (new link)
Diva-Panvel
Thane-Bhiwandi
Capacity Enhancements of Existing Mumbai Suburban
System
11.1 Headway Improvement by installation of ATC
system
11.2 Procurement of additional rakes (114 No.)
11.3 Conversion of 9 Car to 12 Car rakes
Sub-urban Rail Improvements
12.1 Station Area Improvements (WR)
12.2 Station Area Improvements (CR)
12.3 New Depots (WR)
12.4 New Depots (CR)
12.5 New Worshop and Equipment (WR)
12.6 New Worshop and Equipment (CR)
12.7 Safety Measures

Length
(km)

40.1
60.9
10.6
27.6
26.9
22.9
13.9
5.4
26.7
12.5

Estimated
Total Cost
(INR million)
24,060
36,550
6,360
16,560
16,140
13,740
8,340
3,240
16,020
7,500

16,980
40,100
11,430

LS

Rolling Stock (for new lines)

10,080
25,920
7,680
7,680
3,840
3,840
4,800
33,330

Total

314,180

Table 6-40: Cost Estimate - 2031 (Road)

Category
Higher Order Highway
Corridors

Sl. No.

Line Description

Length
(kms)

Cost
(INR million)

H1

Eastern Freeway

22.5

13,500

H2
H3

Elevated Link (Sewri-Worli Sea Link)

MTHL: Sewree to Kharkopar (Main Link over the creek)

5.6
17.2

3,360

H4
H5

MTHL: Kharkopar to Rave (Link overground )

Inner Ring (Kaman-Bhiwandi Rd.)

18.1
22.0

21,690

H6

Inner Ring (Bhiwandi Rd-Panvel): EBL Corridor (2016,

2021, 2031)

34.0

7,340

LONG TERM TRANSPORTATION STRATEGY

41,340
4,750

6-93

TRANSFORM
Category

H7

18.6

4,020

H8

Middle Ring (Bhiwandi-Nandivali-Narthen Gaon)

Middle Ring (Narthen Gaon-Panvel-Kharkopar): EBL
Corridor (2016, 2021, 2031)

35.5

7,670

H9
H10

Outer Ring Road: Khopoli-Jite-Rewas Port

Radial-1 (NH-8)

36.8
26.0

7,940

H11
H12

Radial-2 (Part of NH-3)

Radial-3 (Bhiwandi Bypass)

36.4
14.0

7,860

H13

Radial-3 (Bhiwandi Bypass): EBL Corridor (2016, 2021,

2031)

9.0

1,940

33.8
26.0
14.9

7,300

Radial-5 (Chembur-Mankhurd-Vashi-Taloja)
Radial-6 (Vashi-Belapur-Kalamboli)

H17
H18

Radial-7 (Uran-Pen)
Radial-8 (New Airport-Nhava-Uran-Rewas)

22.3
22.2

4,820

H19
H20

Thane-Ghodbunder Road: EBL Corridor (2016)

Western Sea Link North Extn (Bandra-Dahisar)

16.1
26.0

H21
H22
H23
H24

Road Safety and Traffic

Management

Cost
(INR million)

Line Description

H14
H15
H16

Arterial Corridors

Length
(kms)

Sl. No.

Radial-4 (Nahur-Airoli-Nilaje-Badlapur): EBL Corridor

(2016, 2021)

Western Sea Link North Extn (Dahisar-Virar): EBL

Corridor 2016

5,610
3,030

5,620
3,220
4,790
3,480
62,350

38.0
13.7

91,200

Western Sea Link South Extn (Worli-Colaba Sea Link)

Ghatkopar - Koparkairane Creek Bridge
Mumbai- Sawantwadi Expressway

8.9
21.2

8,010

101,010
60,340

Upgradation

781.4

New Links

419.0

Road Safety Measures (At-grade ped. crossing facilities, Grade

separated pedestrian crossing facilities (FOBs, Subways), etc.

Traffic Management Measures (Traffic signal installation,

Automatic Traffic Control systems, etc.)

38,500
4,580

18,750
59,650

Total

603,670

Note: All the roads(new road links and up-gradation of existing roads) shall be provided with adequate footpath facilities with guard
rails and the cost estimates include cost of these facilities.

Table 6-41: Cost Estimate - 2031 (Bus System)

Sl. No.

Cost
(INR million)

Line Description

1 Bus Fleet & Depots for Exclusive Bus Lane Public Transport Operations
2 Bus Fleet for Ordinary Bus Public Transport Operations

24,500
18,300

Total

42,800

Table 6-42: Cost Estimate: - 2031 (PWT)

Location

Table 6-43:Cost Estimate: - 2031 (Terminals)

Cost
(INR millions)

East Coast
West Coast
Others
Total

Terminal Type
600
3,600
600
4,800

Truck Terminals
Inter-State/ Inter-City Bus Terminals
Inter-city Rail Terminals
Total

Cost
(INR millions)
9,000
10,600
10,800
30,400

PWT : Passenger Water Transport

6-94

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
6.17.

ECONOMIC ANALYSIS

6.17.1.

INTRODUCTION

294. It is important to assess the economic justification of proposed transportation plans at the
MMR level. Towards this, economic analysis of the alternative proposals and/or scenarios as
modelled in the study is undertaken. Unlike conventional project specific analysis, for present study,
entire network is considered. This is also because the model flows are based on the assumption that
the entire network is in place.
295. Tangible benefits assessed are savings in operating costs and travel time. In order to do this,
assessment of Vehicle Operating Cost (VOC) and Value of Time (VOT) is important. Urban situation
is complex. Transportation system within an urban setting is more complex. Therefore undertaking
Economic Analysis (EA) becomes a challenging exercise. Inputs for economic analysis have been
drawn from the transport modelling. It may be noted that for this the operating cost of the modes of
transport and the value of travel time estimation have been done on the unit cost basis20.
6.17.2.

COMPONENTS OF TRANSPORTATION PLAN FOR MMR

296. A number of projects together form the transportation plan for MMR. Some of these already
exist while others are being proposed as a part of the strategy to improve the efficiency of transport
network and system of the MMR. Some of the components of the plan are listed as under:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)

Road improvement strengthening and if possible widening;

Junction improvements;
Grade separation at the major intersections;
Flyovers;
Pedestrian footpaths;
Pedestrian crossings subways and overhead;
Traffic management;
Road signage;
Metro Rail;
New roads;
Bypasses;
Freeways/Expressways; and
Improvement/up-gradation/extension of suburban Rail.

6.17.3.

FRAMEWORK FOR ECONOMIC ANLYSIS MMR LEVEL

The Approach
297. The approach for the EA is presented in the Figure 6-68. It can be inferred from the figure
that EA has been performed to assess the viability of prepared plans and to establish the relative
ranking of the alternatives under consideration. The process followed in deriving the inputs for
evaluation of alternatives and comparison thereof, to assess the benefits by time period is given in
Figure 6-69.
298. As already mentioned, the proposed transportation plans are expected to result in improving
the operational efficiency of the transport system. The speeds on the improved transport network are
likely to increase substantially. The benefits, therefore, are likely to be more in terms of savings in
VOT than VOC.
299. The traffic assignment on the MMR transport network has been undertaken using the EMME.
The same assignments have been used to generate the inputs for the economics analysis. The type
of inputs that could be generated from EMME have been studied and accordingly it is felt appropriate
to establish unit VOC and VOT for assessing the total travel cost in each of the transport scenarios.
20

The approach to economic analysis has been explained in greater detail in Annexure 6-9.

LONG TERM TRANSPORTATION STRATEGY

6-95

TRANSFORM
Hence, unit VOC 21 is estimated by various lane configurations, modes and speeds. These are given
at Annexure 6-9. Similarly unit VOT22, by each of the modes and zones are estimated using the data
collected during the household survey23.
6.17.4.

QUANTIFICATION OF UNIT COSTS

300. For undertaking the economic analysis of various transportation strategies, the following
costs are quantified:
Project Cost:
(a) The cost of improvement/new proposals for road projects both capital cost as well as civil maintenance
cost for three plan milestones, 2016, 2021 and 2031;
(b) Civil cost of up-gradation of sub-urban rail over the three time period; and
(c) Cost of Metro rail system as planned for each period- 2016, 2021 and 2031.

301.
0.9.

In all above cases, the financial costs are converted to economic costs by using a factor of

Maintenance Cost:
302. The operating and maintenance cost of the rail based system- both metro and sub-urban railhas been estimated as a part of the unit O&M cost per passenger km24. However, for the road based
infrastructure, the routine and periodic maintenance considered is as follows:
(a) Routine Maintenance: 0.5% of the construction cost per year; and
(b) Periodic Maintenance: 3% of the construction cost every seventh year.

Vehicle Operating Cost and Travel Time Cost25:

(a) Unit vehicle operating costs are established, per vehicle km, for all the modes by lane configuration and speed
for the road based modes. For the rail based modes, unit operating and maintenance cost per passenger km are
26
also been estimated . This is done in view of the extensive network for which the economic analysis is to be
undertaken. In order to estimate the total annual VOCs, in the with and without project scenarios, the following
outputs from EMME are derived:
i)
Total vehicle km performed on roads/highways by mode, speed, lane configuration and scenarios, in
both do minimum and project scenario, and
ii)
For the metro and rail, passenger km performed in do minimum and project scenarios in case of all
the transport strategies.
(b) Value of travel time of passengers are estimated by each of the modes, for the identified 171 zones. The
household survey data formed the basis for estimation of VOT. A detailed note on the estimation of value of
passenger time is enclosed at Annexure 6-9. However, in order to make this VOT compatible with the outputs
27
generated from the EMME, a single VOT by each of the modes representing all the zones is derived . The VOT
values are kept at the base price (2005), without incorporating the time value of money in terms of increase in
real income of passengers. In effect, this will lead to conservative estimate of benefits.
(c) Value of travel time of commodities in transit is estimated by using the OD survey data. The type of
commodities being carried and the average payload of these commodities are recorded during the survey.
However, the drivers refused to tell the average value of goods being transported. Therefore, for the purpose of
the analysis, average market price of the commodities, which were recorded to be in transit, are found out and
the estimation of value of goods in transit is made.
21

A detailed methodology on the estimation of the unit VOCs has been presented in the technical note on estimation of
VOC and VOT. For reference it has been enclosed as Annexure 6.9.
22
In Rs per hour.
23
Information on the trip characteristic per household has been recorded as a part of the HH survey in the trip sheet. This
information formed an input to estimation of travel time.
24
The unit O&M cost for the rail based modes is calculated with the help of the data which was available with the Railway
Board for the sub-urban rail system. This included all the costs incurred by the railways, in operating on certain sub-urban
routes. This has been used for calculation of the per passenger km operating cost. Similarly for the metro system, the O&M
cost, per passenger km, has been estimated based on the report prepared by DMRC for Mumbai Metro project.
25
The quantification of the operating costs by modes and travel time of the passengers has been presented in details in
Annexure 6-9.
26
The unit costs have been estimated from the studies undertaken by the DMRC for Mumbai Metro project and the data
collected from the Railway Board for the suburban rail in Mumbai.
27
Percent of travel demand getting generated by each of the zones has been used as the weight to derive a single VOT for
each mode, thus representing each of the contributing zone in similar proportion as the contribution to travel demand.

6-96

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM

Figure 6-68: Approach for Economic Analysis

Figure 6-69: The Alternatives for Economic Analysis

LONG TERM TRANSPORTATION STRATEGY

6-97

TRANSFORM
6.17.5.

ESTIMATION OF TOTAL COST

303. The total operating costs are estimated with the help of inputs derived from EMME. The total
costs are assessed for do minimum and the three transport strategies. The inputs which are being
used for this purpose are:
(a)
(b)
(c)
(d)

Total vehicle km performed by each road based mode by various lane configurations and speeds;
Total passenger km performed by rail based modes for metro and rail;
Average value of goods being carried by goods vehicles; and
Total travel time in person hours by rail based and road based modes.

304.

The above stated inputs are derived for the following time periods and scenarios:

(a) 2016, 2021 and 2031 for the 'do minimum' scenario or the without project scenario; and
(b) 2016, 2021, 2031 for the (three) alternative transport strategies, for with project scenarios separately.

6.17.6.

QUANTIFICATION OF BENEFITS

305. The project benefits, for the (three) alternative transport strategies, are estimated by taking
the difference in the total operating costs in the cases of do minimum and with project. The benefits
are estimated for the three time periods 2016, 2021 and 2031. Similar benefits are estimated for
the travel time as well. In order to get time series benefit for the evaluation period, the annual values
are being interpolated.
6.17.7.

RESULTS OF ANALYSIS

306. The economic analysis of the transport plan for the whole MMR is being undertaken as one
project for each of the three transport strategies. The analysis period is taken as 2009 to 2038. It is
being assumed that the project implementation shall start in the year 2009. Since the project is a
major one, the cost is phased out equally over each of the phase for implementation. The benefits
and costs by alternative strategies are estimated. In order to get a time series benefit over 2016 to
2031, in between values are interpolated. It is assumed that as the individual projects are getting
implemented, they are being opened for use by traffic. Therefore, the benefits are estimated for the
years between 2012 and 2015 in the same ratio as the investment is getting made. On the other
hand, in order to take the benefits further to 2038, the 2031 benefits are being increased at 5% per
annum28. The EIRR and NPV for long term plan period, is estimated and presented in Table 6-44.
Table 6-44: Results of the Alternative Transport Strategies in Long Term
Transport Strategy

EIRR (%)
Long Term (2031)
30 Years (2038)

P2E2
P3E3

35.12
39.96

P3E4

48.31

NPV (INR million)

Long Term (2031)
30 Years (2038)

35.38
40.13
48.37

1,883,539
2,478,425
3,297,586

2,447,388
3,205,292
4,052,172

307. In terms of benefits, transport strategy P3E4 has emerged as the best. But in terms of a
realistic scenario, it is P3E3 which needs to be considered for further analysis.
6.17.8.

SENSITIVITY A NALYSIS

308. A sensitivity analysis on the transport strategy P3E3 is being performed for the cases stated
below:
(a)
(b)
(c)
(d)

Increase in project cost;

Reduction in project benefits;
Fall in trip production by 20%; and
Increase in trip production by 20%.

309.
28

The results of all the cases are presented in Table 6-45.

This is a very conservative assumption, as it as been observed that the actual benefit increases at a rate more than 5%.

6-98

LONG TERM TRANSPORTATION STRATEGY

TRANSFORM
Table 6-45: Results under Sensitivity Analysis for P3E3
Sensitivity Parameter

EIRR (%)
Long Term (2031)
30 Years (2038)

Base Case
20% increase in cost
20% reduced benefit
20% fall in traffic
20% increase in traffic
10% reduction in road capacity

6.17.9.

39.96
34.70
32.62
30.21
49.61
39.20

NPV (INR million)

Long Term (2031)
30 Years (2038)

40.13
34.99
32.99
30.69
49.66
39.39

2,478,425
2,297,921
1,716,452
1,483,365
3,986,381
2,416,932

3,205,292
3,024,787
2,288,414
2,011,334
4,809,002
3,148,479

OTHER BENEFITS

310. Besides the benefits which are quantified for analysis, there are some indirect benefits which
are intangible, or can be quantified provided required database is available. Some of the intangible
benefits have been listed below.
6.17.10. INCREASE IN L AND VALUE
311. The value of land is very closely linked to the (potential in) level of economic development
that is likely to taking place in a region. Improvement in transport system brings economic
development, and hence results in increase in land value. In the MMR, the case is likely to be the
same. There are a number of green-field projects, which are likely to have a major impact on value of
land. Since the increase in land value is due to the transport development in the region, the benefit
can be associated to the same. Due to the problems in quantification of this benefit29, it has not been
considered in the economic analysis. However, the proceeds from the betterment levy, which has
been proposed for the same reason, shall be quantified and used in the financial analysis, as one of
the resource mobilization strategies.
6.17.11. ENVIRONMENTAL BENEFIT
312. Congestion of traffic and low speeds result in severe air pollution. Better and more efficient
transport system is likely to result in less congestion and better speeds, which would, in turn, lead to
lower levels of air pollution.
313. The proposed Mumbai transportation plan is also likely to result in improvement in
operational efficiency of the transport, resulting in less congestion and better speeds. An attempt has
been made to measure this benefit in terms of CO2 equivalent, which is a fixed value per litre of fuel
consumed30. CH4 and N2O emission factors depend upon the vehicle type. These are being
converted to CO2 equivalent, and an average value of emission per litre of petrol and diesel is
estimated, as given in Table 6-46.
31

Table 6-46: Emission Factors for all Vehicle Categories and Fuel Types (CO2e g/l)
Vehicle Types
Bus Large
Bus Medium
Bus Small
Taxis
Passenger Cars
Two Wheelers

CO2
Gasoline
2313
2313
2313
2313
2313
2313

Average Emission Factor

Diesel
2661
2661
2661
2661
2661
2661

CH4
Gasoline
Diesel
11
12
13
11
11
29

2
2
1
1
1
0

N2O
Gasoline
Diesel
9
12
14
14
14
7

21
36
51
23
23
0

TOTAL (kg/l)
Gasoline
Diesel
2.333
2.337
2.34
2.338
2.338
2.349

2.684
2.699
2.713
2.685
2.685
2.661

2.34

2.69

29

More in terms of uncertainties related to the extent of increase in land value.

The calculation is based on the carbon content of the fuel, net calorific value of fuel and the oxidation of fuel during
combustion.
31
This table is extracted from Approved Baseline Methodology AM0031, Baseline Methodology for Bus Rapid Transit
Projects
30

LONG TERM TRANSPORTATION STRATEGY

6-99

TRANSFORM
314. The amount of fuel consumed by the vehicles, in various transport strategies is estimated by
using Road User Cost Study (RUCS) equations for fuel consumption. The estimated fuel
consumption is sensitive to the speeds and congestion of traffic. Due to higher congestion in the do
minimum scenario, a reduction in the carbon emission level is observed in all the three project
scenarios. The emission reduction has been observed to be highest in the P3E3 scenario, as
detailed out in the chapter on the Initial Environmental Examination.
6.17.12. CONCLUSIONS ECONOMIC ANALYSIS
315. The economic analysis of the alternative transport strategy reveals that the project is
economically viable. With the implementation of the transport plans, the society will benefit
immensely. However, since the investment is huge, the level of implementation can be decided
based on the extent of resources available.
316. The travel demand assessment, transport network analysis, environmental analysis, social
analysis, economic analysis etc. carried out for the horizon year 2031 as described in the above
sections is used in assessing the transport network requirements, terminal requirements, and
development of long term transportation strategies for MMR for the horizon year 2031. Similar
analysis is carried out for the horizon year 2021 and 2016 for assessing the transport network
requirements, terminal requirements, development of medium term and short term transportation
strategies for MMR and the details are presented in Chapter 7.

6-100

LONG TERM TRANSPORTATION STRATEGY

7.

7.1.

MEDIUM AND SHORT TERM TRANSPORTATION

STRATEGIES

INTRODUCTION

1.
This chapter deals with short (2016) and medium (2021) term transportation strategies and
strategies for three growth scenarios. In evolving the transportation strategies for these time periods
in conformity with the LTS growth strategies, various transportation projects are identified based on
estimated travel demand for these periods. From the transport network identified in LTS, projects
have been selected to meet the travel demands of 2021 and 2016. Priorities of these projects also
have been indicated. Evaluation of these plans with respect to economic returns, environmental and
social impacts is also presented, with overall strategy summarized at the end of the chapter.

7.2.

PLANNING PARAMETERS FOR 2021 AND 2016

7.2.1.

POPULATION AND E MPLOYMENT AT MMR LEVEL

2.
The population and employment for the three growth scenarios for the years 2016 and 2021
are presented in this Chapter. As already noted earlier, in deriving these figures reasonable
judgments are made and firmed up with the active participation of MMRDA officials and advice from
the Technical Advisory Committee members.
3.
The estimated figures included two population distributions (P2 and P3) and three
employment distributions (E2, E3 and E4). The estimated population and employment figures for the
intermediate horizon years are summarized in Table 7-1. In estimating the future travel demand it is
necessary to arrive at the population and employment figures at traffic zone level i.e. 1030 zoning
system. For this purpose a two stage process is evolved as adopted in the LTS. In Stage I, MMR has
been divided into 11 clusters based on contiguity of growth of urban agglomerations and population
and employment is allocated. In Stage II, the cluster level population and employment has been
disaggregated to a traffic zonal level based on the potential development characteristics of the zone.
Table 7-1: Population-Employment for MMR (in Million): Intermediate Horizon Years
Year
2011
2016
2021
2026

7.2.2.

Population
P2
23.82
26.50
28.99
31.45

P3
24.39
27.14
29.64
31.92

E2
9.40
10.82
12.25
13.73

Employment
E3
9.50
10.90
12.30
13.75

E4
9.55
10.93
12.32
13.76

POPULATION AND E MPLOYMENT BY C LUSTERS

4.
The assessed cluster wise distribution of population and employment for the base year 2005,
and horizon years 2021 and 2016 are presented in Table 7-2, Table 7-3 and Table 7-4 respectively.
Population growth and cluster wise variation between the years 2005-2031, for population scenarios
P2 and P3, is graphically presented in Figure 7-1. Similarly estimated Employment growth for
scenarios E2, E3 and E4 is presented in Figure 7-2. These figures highlight the variations in the rate
of growth of population and employment in each cluster of the region over the horizon period.
Although there are some minor differences in the overall scenario totals for population and
employment levels for 2021 and 2016 these were not considered significant in the analysis.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-1

TRANSFORM
Table 7-2: Population and Employment Distribution by Cluster (in Millions), Base Year (2005)
Cluster No.

Tot_Pop_2005

Off_Emp_05

Ind_Emp_05

Oth_Emp_05

Island City

Cluster name

3.391

0.985

0.309

0.998

Tot_Emp_05
2.292

Western Suburbs

5.628

0.672

0.460

1.081

2.213

Eastern Suburbs

3.843

0.269

0.249

0.609

1.127

Thane

1.519

0.094

0.089

0.226

0.409

CIDCO/ Navi Mumbai

1.465

0.177

0.095

0.287

0.559

Kalyan

2.247

0.060

0.112

0.290

0.462

Vasai-Virar

0.713

0.040

0.031

0.095

0.167

Rural Alibag-Karjat-Khopoli

0.584

0.009

0.026

0.067

0.102

Pen-SEZ

0.121

0.003

0.002

0.017

0.021

10

Bhiwandi

0.679

0.018

0.123

0.114

0.255

11

Mira-Bhayander

0.632

0.031

0.032

0.085

0.149

Total

20.82

2.36

1.53

3.87

7.76

Table 7-3: Population and Employment Distribution by Cluster (in Millions), Horizon Year: 2021
Cluster
Name

No.

Pop_2021
P2
P3

E2_2021
E3_2021
Office Ind. Oth. Total Office Ind. Oth.
Emp Emp Emp Emp Emp Emp Emp

E4_2021
Total Office Ind. Oth. Total
Emp Emp Emp Emp Emp

Island City

4.265 4.027 1.568 0.446 1.040 3.054 1.335 0.281 0.961 2.577 1.101 0.226 0.776 2.103

2
3
4
5
6

Western Suburbs
Eastern Suburbs
Thane
CIDCO/ Navi Mumbai
Kalyan

7.212
4.854
2.101
2.482
3.482

6.981
4.707
2.233
2.659
3.746

1.634
0.490
0.229
0.342
0.179

0.667
0.478
0.278
0.282
0.300

1.087
0.631
0.240
0.337
0.269

3.389
1.599
0.747
0.961
0.748

1.361
0.414
0.307
0.488
0.326

0.393
0.286
0.360
0.419
0.483

0.982
0.604
0.288
0.377
0.303

2.736
1.304
0.956
1.284
1.111

0.932
0.297
0.387
0.649
0.421

0.311
0.258
0.320
0.438
0.502

0.797
0.551
0.341
0.448
0.373

2.040
1.106
1.048
1.535
1.295

Vasai-Virar
Rural Alibag-Karjat-Khopoli
Pen-SEZ
Bhiwandi
Mira-Bhayander

1.417
0.500
0.483
1.159
1.040

1.947
0.554
0.549
1.154
1.083

0.097
0.014
0.167
0.021
0.064

0.163
0.029
0.326
0.238
0.113

0.115
0.040
0.173
0.080
0.112

0.375
0.083
0.666
0.340
0.290

0.165
0.024
0.265
0.041
0.085

0.293
0.050
0.331
0.292
0.154

0.175
0.063
0.166
0.099
0.128

0.633
0.136
0.762
0.433
0.368

0.198
0.022
0.659
0.050
0.095

0.226
0.066
0.442
0.314
0.248

0.186
0.066
0.359
0.107
0.160

0.610
0.153
1.460
0.470
0.502

3.32

4.13 12.25 4.81

3.34

4.15 12.30 4.81

3.35

4.16 12.32

7
8
9
10
11

Total

28.99 29.64 4.80

Table 7-4: Population and Employment Distribution by Cluster (in Millions), Horizon Year: 2016
Cluster
No. Name

Pop_2016
P2

P3

E2_2016
Office Ind.
Emp Emp

Oth.
Emp

E3_2016
Total Office Ind.
Emp Emp Emp

Oth.
Emp

E4_2016
Total Office Ind.
Emp Emp Emp

Oth.
Emp

Total
Emp

1
2
3

Island City
Western Suburbs
Eastern Suburbs

4.018 3.947 1.369 0.401 1.022 2.792 1.210 0.288 0.968 2.465 1.049 0.250 0.840 2.139
6.777 6.675 1.341 0.599 1.093 3.033 1.153 0.412 1.020 2.585 0.859 0.355 0.893 2.107
4.570 4.505 0.420 0.405 0.623 1.447 0.367 0.273 0.604 1.245 0.287 0.254 0.568 1.109

4
5
6
7
8

Thane
CIDCO/ Navi Mumbai
Kalyan
Vasai-Virar
Rural Alibag-Karjat-Khopoli

1.903
2.141
3.154
1.284
0.500

2.022
2.294
3.231
1.679
0.541

0.185
0.290
0.141
0.073
0.012

0.217
0.223
0.241
0.124
0.027

0.230
0.328
0.278
0.118
0.040

0.633
0.841
0.660
0.315
0.079

0.262
0.999
0.897
26.50

0.292
1.020
0.939
27.14

0.125
0.020
0.055
4.03

0.225
0.201
0.091
2.75

0.112
0.078
0.115
4.04

0.461 0.193 0.217 0.116 0.526 0.484 0.275 0.247 1.006

0.299 0.040 0.247 0.091 0.378 0.041 0.265 0.103 0.409
0.261 0.079 0.119 0.112 0.310 0.087 0.175 0.146 0.408
10.82 4.06 2.79 4.05 10.90 4.05 2.80 4.08 10.93

9 Pen-SEZ
10 Bhiwandi
11 Mira-Bhayander
Total

7-2

0.239
0.370
0.250
0.138
0.018

0.274
0.317
0.376
0.214
0.050

0.263
0.376
0.300
0.144
0.058

0.776
1.063
0.926
0.496
0.126

0.276
0.493
0.312
0.141
0.020

0.269
0.342
0.389
0.168
0.056

0.294
0.396
0.373
0.158
0.065

0.840
1.231
1.074
0.466
0.141

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM

Figure 7-1: Population Growth and Distribution by Cluster: P2 and P3

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-3

TRANSFORM

Emp loy me nt Distribu tio n: E4

Pop ulatio n (M illion s

3 .00
2 .50
2 .00
1 .50
1 .00
0 .50
0 .00
2 00 5

2 011

2 016

2 021

2 026

2031

Ye ar

Figure 7-2: Employment Growth and Distribution by Cluster: E2, E3 and E4

7-4

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
5.
Relative Population and employment levels across the clusters for the horizon years 2021,
2016 are graphically presented in Figure 7-3 to Figure 7-6 respectively. Keeping in view the distinct
travel characteristics, the employment is further categorised into 3 types - namely employed in office,
employed in industry and employed in other activities. They are estimated for these clusters and
further distributed to 1030 Traffic Analysis Zones (TAZ).
6.
The most significant difference between the 2021 and 2016 land use scenarios is the
assumption that in E4 (Scenario P3E4), employment levels in Greater Mumbai will essentially
stabilize at about current (2005) levels although population levels in Greater Mumbai would continue
to grow. The containment of employment in Greater Mumbai assumed a 21% increase in office
employment but a decline in industrial and other employment that counter balanced office growth.
The major objective of analyzing this option (P3E4) is to ascertain the degree of sensitivity of the
transport networks to a radical change in employment distribution patterns.

Figure 7-3: Population Distribution by Cluster, Horizon Year 2021

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-5

TRANSFORM

Figure 7-4: Employment Distribution by Cluster, Horizon Year 2021

7-6

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM

Figure 7-5: Population Distribution by Cluster, Horizon Year 2016

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-7

TRANSFORM

Figure 7-6: Employment Distribution by Cluster, Horizon Year 2016

7.
Using the population and employment at cluster and at TAZ level, the travel demand is
estimated with the help of calibrated travel demand models and implemented on EMME software.
The following sections present the travel demand assessment, assignments on networks and results
for the horizon years 2021 and 2016.

7-8

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
7.3.

TRAVEL DEMAND FORECAST FOR THE YEARS 2021 AND 2016

7.3.1.

PROCESS

8.
The methodology adopted for
transport network assessment for the
horizon period up to 2031, including
2021 and 2016 interim periods is
presented in Figure 7-7. Since the
population
and
employment
distributions vary as per the scenario,
the travel demand and its loading on
the transport network also will vary.
This has resulted in different transport
network requirements. Hence, need is
felt to identify such a network that is
capable of addressing the travel
requirements of the three growth
scenarios and/or alternative futures. A
network meeting alternative futures is
termed as resilient network.
9.
The network of 2031 is
analysed with respect to 2021 travel
demand loadings. Based on capacity
criteria adopted for public transport
and highway network, etc., some of
the highway corridors are deferred
(required beyond 2021) and some of
the demand on metro corridors is met
through systems like EBL along the
highway corridors, until the demand
justifies metro operations. Thus, Figure 7-7: Methodology Adopted for Transport Network
scenario wise transport network is Assessment for Horizon Period (up to 2031)
identified first and a single resilient
transport network is developed for the horizon year 2021. Similar process is adopted for identifying
the resilient transport network for the horizon year 2016.
7.3.2.

TRAVEL D EMAND ESTIMATES FOR 2021 AND 2016

10.
The key inputs used in preparing the medium (2021) and short term (2016) transportation
plans are the land use planning parameters, the proposed transport networks for the year 2031, and
the calibrated internal and external transportation models. Each of the growth scenarios (P2E2,
P3E3 and P3E4) are being analyzed separately for the two time horizons. Travel demand models are
applied with these inputs for estimating internal and external passenger and goods travel demands,
through EMME package and the net work flows are obtained. The results of the same are given in
the following sections.
Internal Travel Demand: Passengers
11.
The internal travel demand in person trips, for the morning peak period, for each of the three
purposes and for the three growth scenarios for the horizon year 2021 and 2016 are presented in
Table 7-5 and Table 7-6 respectively. Purpose wise travel demand for the base year and horizon
years for P3E3 scenario is presented in Figure 7-8.
MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-9

TRANSFORM
Person Trips (Million)

6.00
5.00
4.00
3.00

2031
HBW (Office) - 47.3%
HBW (Indus.) - 19.4%
HBW (Others) - 12.6%
HBE - 15.6%
HBO (Office) - 4.8%
NHB (Office) - 0.3%

2.00
1.00
0.00
2005

2016

2021

2031

Year
HBW (Office)

HBW (Indus.)

HBW (Others)

HBE

HBO

NHB

Figure 7-8: Forecast of Motorised Person Trips by Purpose: Morning Peak Period

12.
Although the total internal travel demand for each growth scenario is more or less similar, the
travel patterns in terms origin-destination patterns are distinctly different resulting in different network
flows.
Table 7-5: Scenario and Purpose wise Internal Travel Demand Morning Peak Period: 2021 (Million Person
Trips)
Purpose

Scenario
Base

P2E2

P3E3

P3E4

HBW (Office)

1.770

3.581

3.581

3.581

HBW (Indus.)

0.710

1.439

1.448

1.448

HBW (Others)

1.070

1.205

1.209

1.209

HBE

0.890

1.349

1.378

1.378

HBO

0.280

0.412

0.421

0.421

NHB

0.020

0.025

0.025

0.025

Total

4.740

8.013

8.062

8.062

Table 7-6: Scenario and Purpose wise Internal Travel Demand - Morning Peak Period: 2016 (Million Person
Trips)
Purpose

Scenario
Base

P2E2

P3E3

P3E4

HBW (Office)

1.770

3.006

3.022

3.022

HBW (Indus.)

0.710

1.194

1.208

1.208

HBW (Others)

1.070

1.180

1.183

1.183

HBE

0.890

1.234

1.263

1.263

HBO

0.280

0.377

0.386

0.386

NHB

0.020

0.022

0.022

0.023

Total

4.740

7.014

7.084

7.084

13.
The major inputs for mode split models are, estimates of zone wise average percentage of
households with vehicle availability by horizon years (2021 and 2016), time skims, cost skims and
out of vehicle distance (for public transport modes). Mode-wise internal demand for the horizon years
2021 and 2016 are given in Table 7-7 and Table 7-8 respectively. Purpose wise travel demand for
the base year and horizon years for P3E3 scenario is shown in Figure 7-9.
14.
Although the mode split for each growth scenario is more or less similar, the travel patterns in
terms origin-destination pairs being different for each mode, the assigned flows on sub-urban rail,
metro, bus and highway system are being assessed to be different.
7-10

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
Table 7-7: Scenario and Mode wise Internal Travel Demand Morning Peak Period: 2021 (Million Person
Trips)
Purpose

Base
0.23
0.38
0.35
0.08
1.18
2.53
0.00
4.75

Car
Two Wheeler
Auto
Taxi
Bus
Train
Metro
Total

Scenario
P3E3
0.76
0.96
0.35
0.10
0.75
2.64
2.49
8.06

P2E2
0.76
0.96
0.34
0.10
0.78
2.60
2.46
8.01

P3E4
0.71
0.91
0.37
0.10
0.74
2.68
2.55
8.06

Table 7-8: Scenario and Mode wise Internal Travel Demand Morning Peak Period : 2016 (Million Person
Trips)
Purpose

Base
0.23
0.38
0.35
0.08
1.18
2.53
0.00
4.75

Car
Two Wheeler
Auto
Taxi
Bus
Train
Metro
Total

Scenario
P3E3
0.64
0.83
0.33
0.10
0.70
2.35
2.14
7.08

P2E2
0.63
0.83
0.32
0.10
0.71
2.32
2.11
7.01

P3E4
0.61
0.80
0.34
0.10
0.70
2.37
2.18
7.08

Person Trips (Million)

5.00
4.00

2031
Car-9.9%
Two Wheeler-12.0%
Auto-4.0%
Taxi-1.1%

3.00

Bus-8.6%
Train-33.5%
Metro-30.9%

2.00
1.00
0.00
2005

2016

2021

2031

Year
Car

Two Wheeler

Auto

Taxi

Bus

Train

Metro

Figure 7-9: Forecast of Motorised Person Trips by Mode: Morning Peak Period

Internal Travel Demand: Goods

15.
Parts of MMR are highly industrialized with concentrations in the Eastern Suburbs, Thane
and Navi Mumbai. In addition, there are two major ports in the MMR (Mumbai Port Trust and
Jawaharlal Nehru Port Trust). Freight traffic movement within the region, generated by these and/or
new/expanded areas, along with interactions within the region and with rest of the country, are being
considered important in terms of their role in assessing and planning of transport infrastructure
requirements in MMR. The internal goods travel demand for horizon years - 2021 and 2016 is being
estimated considering the following:
(a)
(b)
(c)
(d)
(e)

16.

Internal goods vehicle matrices for base year 2005 (1030 zone level);
Classified traffic volume count data and OD data at Outer cordons, sub-regional cordons and Inner Cordons;
Growth of population and employment in the study area (MMR) from 2005 to 2031;
Growth of external goods vehicle travel from 2005 to 2031; and
Zone wise Population and Employment data for the three short-listed scenarios for the horizon year (1030 zone level).

Hourly analysis of traffic composition observed at outer cordon, sub-region cordon, inner

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-11

TRANSFORM
cordon locations indicate that on a daily basis, the goods vehicle movements (in PCU terms)
constitute about 45% of the total traffic on the road network as illustrated in Figure 7-10. During the
morning peak period (6:00 to 11:00 hrs), the average goods vehicle composition is approximately
40%, with maximum observed being 55% and minimum observed being 34% during 6:00 to 7:00 hrs
and 10:00 to 11:00 hrs respectively.
17.
After reviewing the growth of population, employment and external goods vehicle travel by
2031 as compared to 20051, a growth factor of 3.00 has been assumed for internal goods vehicle
travel by 2031. Similarly, the growth factors assumed for horizon years 2021 and 2016 are 2.50 and
2.20 respectively. On this basis, the estimated total goods travel demand by LCVs by 2021 and
2016 is 9,420 and 8,300 vehicle trips during the morning peak period. Similarly, trucks figures
estimated are 21,900 and 19,280 vehicle trips. These trips are then assigned to zones (at 1030
level) on the basis of population and employment to estimate trip origins and destinations. The trip
ends are balanced using the base year internal goods travel matrix and thereafter the future internal
goods vehicle matrices are being generated.
80.0%

% Daily Travel in Each Hour

70.0%
60.0%
50.0%
40.0%
30.0%
20.0%
10.0%

22:00-23:00

21:00-22:00

20:00-21:00

19:00-20:00

18:00-19:00

17:00-18:00

16:00-17:00

15:00-16:00

14:00-15:00

13:00-14:00

12:00-13:00

11:00-12:00

10:00-11:00

8:00-9:00

9:00-10:00

7:00-8:00

6:00-7:00

5:00-6:00

4:00-5:00

3:00-4:00

2:00-3:00

1:00-2:00

0:00-1:00

23:00 - 0:00

0.0%

Time
Goods Vehicles

Passenger Vehicles

Figure 7-10: Hourly Variation of Traffic Composition Passenger and Goods Vehicles (Base Year)

External Travel Demand: Passenger and Goods

18.
The external travel demand2 for the morning peak period has been estimated separately for
goods vehicles (LCV and trucks), buses and personalised vehicles (cars and two wheelers). The
existing (2005) and estimated total external travel demand in different horizon years (2021 and 2016)
for goods vehicles, buses and personalized vehicles is presented in Table 7-9. The annual growth
rates used in the forecasting travel demand is based on historical trends and assessments of

Which is 1.63 times growth in population, 2.04 times growth in employment and 4.00 times growth in external goods travel.

2
1.
External travel demand, vehicles entering, leaving or passing through the MMR play a
crucial role, connecting the study area with the State and the rest of India principally along National
and State highways and sub-regional corridors. These corridors include Vashi Creek Bridge, Airoli
Bridge, Western Express Highway, Eastern Express Highway, Sion-Panvel Highway, ThaneGhodbunder Road, etc.), corridors connecting the ports (Wadala Truck Terminal Road, Rafi Ahmed
Kidwai Road, P DMello Road, NH4B, SH54, etc.

7-12

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
economic growth in the catchment areas of the connecting road systems. The estimated annual
growth rates are given under. These are being applied to the 2005 base data.
(a)
(b)
(c)

5.48% pa goods vehicles;

2.35% pa buses; and
10.48% pa personalized vehicles (cars, two wheelers and others).

Table 7-9: External Travel Demand: Morning Peak Period (Vehicle Trips)
Mode
Goods
Buses
PV

2005
8359
1436
9012

2021
19630
2083
44378

2016
15033
1855
26966

19.
The external demand estimated at region level are apportioned to 1030 traffic zone level
based on the distribution of population and total employment and factored applying the Furness
method.

7.4.

NETWORK ANALYSIS

7.4.1.

NETWORK ANALYSIS FOR SHORT-LISTED G ROWTH SCENARIOS: HORIZON YEAR 2021

20.
The major objective of network analysis is to determine the adequacies of the transit and
highway networks.
21.
Public transport is captive mode of travel for majority of MMR residents. The use of existing
sub-urban rail network and densities it is experiencing is a vindication of dependence on it. Hence for
public transport, unconstrained travel assignment technique 3 has been adopted, whereas for other
modes, capacity constrained technique is used (with tolls on highway network wherever applicable).
22.
Assignment of the horizon year travel demand involved an iterative procedure as the trip
distribution and mode split models require the deterrence skims consistent with assigned flows.
Application travel demand modelling process for the horizon year 2021 is being carried out for all the
three growth scenarios on a single resilient network which has been arrived from the horizon year
2031 travel demand analysis. The outputs from the model are being analysed for all the three growth
scenarios. The Scenario-wise and mode-wise person trips and mode split (%) results for horizon
year (2021) are given in Table 7-10 and Table 7-11 respectively.
Table 7-10: Scenario-wise and Mode-wise Person Trips for Horizon Year (2021): Morning Peak Period
Mode
Car
Two Wheeler
Auto
Taxi
Bus
Train
Metro
Total
PV (Car & TW)
IPT (Auto & Taxi)
PT (Train, Bus, Metro)
Total

2005

P2E2
232212
376399
352874
77130
1181304
2529234
4749153
608611
430004
3710538
4749153

P3E3
763028
961489
340940
103949
782065
2601604
2459426
8012501
1724516
444889
5843095
8012501

761101
959636
354789
102294
749942
2639947
2494477
8062187
1720738
457083
5884366
8062187

P3E4
714778
914980
366951
95143
740673
2680693
2548903
8062121
1629758
462094
5970270
8062121

The reason for this approach is that, on the public transport systems, capacities can be increased by increasing the
frequency of services (reduced headways), increasing the length of trains or size of buses and streamlining station
configurations to reduce station dwell times. On the other hand there are limitations on expanding road and highway
capacities except by im plementing measures such as grade separating intersections or double decking the segments of the
road network that in m ost cases would be difficult to implement.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-13

TRANSFORM
Table 7-11: Scenario-wise and Mode-Split (%) for Horizon Year (2021): Morning Peak Period
Mode
Car
Two Wheeler
Auto
Taxi
Bus
Train
Metro
Total
PV (Car & TW)
IPT (Auto & Taxi)
PT (Train, Bus, Metro)
Total

23.

2005
4.9%
7.9%
7.4%
1.6%
24.9%
53.3%
0.0%
100%
12.8%
9.1%
78.1%
100%

P2E2
9.5%
12.0%
4.3%
1.3%
9.8%
32.5%
30.7%
100%
21.5%
5.6%
72.9%
100%

P3E3
9.4%
11.9%
4.4%
1.3%
9.3%
32.7%
30.9%
100%
21.3%
5.7%
73.0%
100%

P3E4
8.9%
11.3%
4.6%
1.2%
9.2%
33.3%
31.6%
100%
20.2%
5.7%
74.1%
100%

The results indicate the following changes in travel characteristics in the MMR.

(a)

Over a period of 16 years (2005-21), it is estimated that, the private vehicle (two wheeler and car) modal share will increase
from 12.8% to 21.5% (P2E2), 21.3 (P3E3), 20.2% (P3E4) which reflects growing private vehicle ownership levels and changing
urban form in the study area particularly in the Greenfield areas;

(b)

IPT trips (Auto Rickshaw and Taxi) are expected to decrease from 9.1% to 5.6% (P2E2), 5.7% (P3E3), 5.7% (P3E4) again
reflecting increased private vehicle ownership and walk to metro. Trips by Bus are expected to decrease from 24.9% to 9.8%
(P2E2), 9.3% (P3E3), 9.2% (P3E4). This significant reduction in bus patronage is in both percentage and real terms. The metro
system will be an attractive alternative to bus travel in Greater Mumbai and the increased ownership of two-wheelers will divert
shorter distance bus trips. Trips by suburban rail are expected to remain relatively constant in real terms although modal share
will decrease from 53.3% to 32.5% (P2E2), 32.7% (P3E3), 33.3% (P3E4). The decrease in share of IPT mode trips, bus and
suburban train trips is due to diversion of trips from these modes to metro mode. Connectivity and pedestrian accessibility by
the metro network is extensive with the metro stations being spaced at about one km intervals; and

(c)

Public transport trips (suburban rail, metro and bus) are expected to decrease from 78.1% to 72.9% (P2E2), 73.0% (P3E3) and
74.1% (P3E4). The difference of PT share among the scenarios is not significant. The fall in public transport share range 4% to
5% is largely due to increased private vehicle ownership especially in the newly emerging Greenfield areas. The share of PT for
in P3E4 is highest compared to other scenarios. This is because the calibrated model tends to constrain longer distance trips
by private vehicles in favour of public transport and the relative isolation of the SEZ lands, south of Navi Mumbai, generates a
higher proportion of longer distance trips.

Network Response to Short-listed Growth Scenarios:

24.
The objective of comparing the scenarios is to study the response of the proposed transport
networks to the three different travel demand patterns of the three short-listed growth scenarios i.e.
P2E2, P3E3 and P3E4 and to identify a common system that is suitable for all scenarios. When
comparing scenarios, the key evaluation consideration is whether there are variances that would
result in different networks or would it be possible to identify such a network that would satisfy all the
three growth scenarios assessed travel requirements
25.
(a)
(b)
(c)

The following criteria is adopted for comparing three sets of network flows.
Passenger-km, passenger-hours and average speeds for Bus and Suburban Rail & Metro modes;
Vehicle-km, Vehicle-hour and average speeds for Private Vehicles and IPT Modes; and
Average Trip length of Bus and Suburban Rail & Metro, Private Vehicles and IPT Modes.

Passenger Kilometer, Passenger Hours, Average Speeds: Bus, Sub-urban Rail & Metro
(2021):
26.
In case of public transport modes, pass-km, pass-hour and average speeds indicate the
relative performance levels of public transport systems on the network. Scenario wise comparison of
these parameters for the horizon year along with the base year is presented in Table 7-12.

7-14

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
Table 7-12: Scenario Wise Comparison (2021) Pass-km, Pass-hr and Average Speed during Morning Peak
Period: Bus and Suburban & Metro Modes
Scenario

P2E2
P3E3
P3E4
Base Year

Pass-km
(million)
5.514
5.111
5.141
12.520

Bus
Pass-hr.
(million)
0.228
0.212
0.212
1.050

Speed
(kmph)
24.15
24.16
24.24
11.92

Pass-km
(million)
76.39
78.93
84.14
47.32

Suburban
Pass-hr.
(million)
1.95
2.00
2.12
1.36

Speed
(kmph)
39.27
39.50
39.69
34.79

Pass-km
(million)
38.08
38.64
45.87

Metro
Pass-hr.
(million)
1.29
1.30
1.52

Speed
(kmph)
29.55
29.70
30.19

27.
The pass-km, pass-hour and speeds reported for public transport modes are based on multimodal system, i.e. if train is a main mode, then bus or metro act as access/ egress modes. Similarly,
if metro is a main mode, then access/egress modes could be either bus or sub-urban train. Hence,
the speeds for metro and sub-urban system represent the speed of combined modes. In case of
base year, bus has been considered as access or egress mode for suburban train. Compared to the
base year, the overall speeds have increased from 12 kmph to 24 kmph in case of bus mode and
from 35 to 40 kmph in case of sub-urban train. The speed of bus mode across the scenarios is more
or less same, whereas speed of Suburban mode varies marginally from 38 to 40 kmph. Variation of
speed in case of metro mode is from 28 to 30 kmph. Thus, the variations in the speeds across the
scenarios revealed to be insignificant. It may be mentioned here that public transport system
performance in scenario P3E4 is mostly dependant in the proposed metro connectivity to the
Greater Mumbai network and limited suburban train services proposed in the SEZ lands.
Vehicle km., Vehicle hrs and Average Speeds: Private Vehicles and IPT Modes:
28.
For understanding the network response with respect to private vehicles movement, a
comparison is made with respect to vehicle km, vehicle hrs, and speeds for the horizon year (2021).
The results are presented in Table 7-13. The average speed across the scenarios varies from 42.50
to 44.53 kmph. Compared to the base year, the speeds have increased from 37 kmph to 42-44 kmph
which is 16% higher than the base year. This is largely due to the extensive access controlled
highway system proposed in the horizon years that are simulated to operate at high design speeds.
Table 7-13: Scenario Wise Comparison (2021) PCU-km, PCU-hr and Average Speed: Private Vehicles and IPT
Modes
Scenario
P2E2
P3E3
P3E4
Base Year

PCU-km (million)
9.26
9.35
9.37
4.023

PCU-hr. (million)
0.22
0.21
0.21
0.108

Speed (kph)
42.50
43.63
44.53
37.25

Average Trip Lengths (2021):

29.
Mode wise and scenario wise average trip lengths in km for the horizon year along with the
base year are presented in Table 7-14. Trip lengths in horizon year have increased except for car
mode. The increase in PT trip lengths can be attributed to reduction in bus trips which have a shorter
trip distance compared to the rail transit modes which have higher travel speeds.
Table 7-14: Mode-wise and Scenario wise Comparison (2021) - Average Trip Length (km): Base Case
Mode
Car
TW
Rick
Taxi
PT (Train, Bus, Metro)

2005
9.93
7.12
3.47
6.83
16.10

P2E2
9.44
9.35
4.76
15.54
20.53

P3E3
9.45
9.34
5.08
15.49
20.85

P3E4
9.74
9.63
5.74
16.83
22.64

Flow Comparison (2021) and network selection:

30.
For scenario P3E3, the assigned passenger flows on transit system and highway system are
being given in Figure 7-11 and Figure 7-12 respectively. Further, details of the 2021 assigned
MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-15

TRANSFORM
passenger flows on the suburban and metro networks and the assigned vehicular flows on highway
network for the three growth scenarios (P2E2, P3E3 and P3E4) are included in Annexure 7-1.
31.
A detailed study of the transit and highway flows due to 2021 travel estimates, on the 2031
networks indicated that there are some links on which the flows are significantly low. These links/
corridors are therefore not needed by 2021 (but are necessary for the 2031). For horizon year 2021,
such deferred / identified corridors are shown with dotted lines in Figure 7-11. Analysis carried out
for all scenarios with details is given in Annexure 7-1.
32.
Some of the metro corridors which are not loaded with adequate passenger flows are
deferred but substituted with operation of Exclusive Bus Lanes (EBL)/ Mono Rail on the parallel
highway corridors. They are highlighted with a label EBL in the same figure. Similarly highway links
not attracting enough peak hour flows before the year 2021 but needed after, are highlighted in
yellow colour in Figure 7-12.
33.
The evaluation of the network requirements for the three different scenarios yielded slightly
different proposals in respect of both transit and highway networks. Since it is difficult to predict the
growth and development of the region, it is found necessary to arrive at a transport network that
reasonably satisfies the three growth scenarios. The recommended suburban and metro network
suitable for all the three scenarios is being presented in Figure 7-13 and for the highway network in
Figure 7-14.

7-16

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM

Figure 7-11: Suburban Rail/ Metro Passenger Flows (Morning Peak Hour) and Network Proposals for Horizon Year 2021
Scenario P3E3

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

Figure 7-12: Road Flows (PCUs/hr.) and Network Proposals (Morning Peak Hour) and Network Proposals for Horizon Year
2021 Scenario P3E3

7-17

TRANSFORM

Figure 7-13: Recommended Sub-urban & Metro Network for the Horizon Year 2021

7-18

Figure 7-14: Recommended Highway Network for the Horizon Year 2021

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
34.
(a)
(b)

The list of metro corridors that are needed beyond the year 2021 are as follows:
Titwala to Ambernath (EBL/Metro beyond 2031); and
Part of Thane Ring Metro (EBL by 2031 and Metro beyond 2031).

35.
(a)
(b)
(c)
(d)

The list of EBL corridors that are needed before the horizon year 2021 are as follows:
Chhatrapati Shivaji Airport Kanjurmarg Ambernath (Metro by 2031);
Bhiwandi to Kalyan (Metro by 2031);
Thane to Panvel (Metro beyond 2031); and
Narthen Gaon to Panvel (Metro beyond 2031).

36.
The list of highway links/ corridors that are needed beyond the horizon year 2021 are as
follows:
(a)
(b)
(c)

Western Freeway: Worli Nariman Point Colaba (Worli to Haji Ali by 2021 & upto Colaba by 2031);
Rewas Bridge (Deferred beyond 2031); and
Outer Ring Road: Jite to Mumbai Pune Expressway and Mumbai Pune Expressway to NH8 (Deferred beyond 2031).

37.
It is emphasized here that the deferred highway links are only indicative, but can be taken up
even before with minimum 2 lanes. If resources are available as they help in developing the region in
accordance with land use strategy presented. Except for the above modifications, all the other
metros, suburban rail systems and highway networks that are needed by 2021, and are being shown
in the Figures presented earlier.
7.4.2.

NETWORK ANALYSIS FOR SHORT-LISTED G ROWTH SCENARIOS: HORIZON YEAR 2016

38.
The recommended transport network arrived for 2021 horizon year is further studied by
assigning the travel demand and identifying the network necessary for the horizon year 2016. The
outputs from the model is analysed for all the three growth scenarios. Scenario-wise and mode-wise
person trips and mode split (%) for horizon year 2016 are presented in Table 7-15 and Table 7-16
respectively.
Table 7-15: Scenario-wise and Mode-wise Person Trips for Horizon Year (2016)
Mode
Car
Two Wheeler
Auto
Taxi
Bus
Train
Metro
Total
PV (Car & TW)
IPT (Auto & Taxi)
PT (Train, Bus, Metro)
Total

2005
232212
376399
352874
77130
1181304
2529234
4749153
608611
430004
3710538
4749153

P2E2
634131
825678
315406
98287
714535
2316763
2108827
7013627
1459809
413692
5140126
7013627

P3E3
639261
828875
325434
97549
701026
2351697
2140464
7084306
1468136
422983
5193187
7084305.66

P3E4
606201
799481
335984
96200
700106
2370335
2176011
7084318
1405682
432184
5246452
7084318

Table 7-16: Scenario-wise and Mode-split (%) for Horizon Year (2016)
Mode
Car
Two Wheeler
Auto
Taxi
Bus
Train
Metro
Total
PV (Car & TW)
IPT (Auto & Taxi)
PT (Train, Bus, Metro)
Total

39.

2005
4.9%
7.9%
7.4%
1.6%
24.9%
53.3%
0.0%
100%
12.8%
9.1%
78.1%
100%

P2E2
9.0%
11.8%
4.5%
1.4%
10.2%
33.0%
30.1%
100%
20.8%
5.9%
73.3%
100%

P3E3
9.0%
11.7%
4.6%
1.4%
9.9%
33.2%
30.2%
100%
20.7%
6.0%
73.3%
100%

P3E4
8.6%
11.3%
4.7%
1.4%
9.9%
33.5%
30.7%
100%
19.8%
6.1%
74.1%
100%

Following inferences are drawn on mode-wise person trips in the base year and horizon year.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-19

TRANSFORM
Over a period of 11 years (2005-16), it is estimated that, the private vehicle (Two wheeler and car) share will
increase from 12.8% to 20.8% (P2E2), 20.7 (P3E3), 19.8% (P3E4) which in accordance with growing private
vehicle ownership levels and changing urban form in the study area;
(b) The IPT trips (Auto Rickshaw and Taxi) are expected to decrease from 9.1% to 5.9% (P2E2), 6.0% (P3E3), 6.1%
(P3E4). Trips by Bus are expected to decrease from 24.9% to 10.2% (P2E2), 9.9% (P3E3), 9.9% (P3E4). Trips
by Sub-urban rail is expected to decrease from 53.3% to 33.0% (P2E2), 33.2% (P3E3), 33.5% (P3E4). The
decrease in share of IPT mode trips and Bus and Sub-urban trips is due to diversion of trips from these modes to
metro as connectivity by metro network is extensive and the metro stations are spaced at one km interval; and
(c) Public Transport trips (Sub-urban rail, Metro and Bus) are expected to decrease from 78.1% to 73.3% (P2E2),
73.3% (P3E3), 74.1% (P3E4). The difference of PT share among the scenarios is in-significant. However, the
share of PT in P3E4 is highest compared to other scenarios. The fall in public transport share ranges from 4% to
5%.
(a)

Passenger Kilometer, Passenger Hours, Average Speeds: Bus, Sub-urban Rail & Metro
(2016):
40.
Scenario wise comparison of these parameters for the horizon year along with the base year
is presented in Table 7-17. Compared to the base year, the speeds increase from 12 kmph to 24
kmph in case of bus mode and from 35 to 39 kmph in case of sub-urban train. The variation in
speeds of public transport modes across the scenarios is insignificant.
Table 7-17: Scenario wise Comparison (2016) Pass-km, Pass-hr and Average Speed: Bus and Suburban &
Metro modes: Balanced Fare
Scenario
P2E2
P3E3
P3E4
Base Year

Pass-km
(million)
4.93
4.69
4.77
12.52

Bus
Pass-hr.
(million)
0.20
0.19
0.20
1.05

Speed
(kmph)
24.14
24.15
24.20
11.92

Pass-km
(million)
65.32
66.05
69.45
47.32

Suburban
Pass-hr.
(million)
1.67
1.68
1.76
1.36

Speed
(kmph)
39.18
39.33
39.48
34.79

Pass-km
(million)
32.62
33.50
37.59

Metro
Pass-hr.
(million)
1.11
1.13
1.25

Speed
(kmph)
29.50
29.65
30.02

Vehicle km, Vehicle hours and Average Speeds: Private Vehicles and IPT Modes:
41.
Scenario wise comparison of these parameters for the horizon year along with the base year
is presented in Table 7-18. The average speed across the scenarios varies from 43 to 45 kmph.
Compared to the base year, the speeds increase from 37 kmph to 43-45 kmph which is 16% higher
approximately than the base year. The variation of the speeds across the scenarios is approximately
1 to 2 kmph only.
Table 7-18: Scenario Wise Comparison (2016), PCU-km, PCU-hr and Average Speed: Private vehicles and IPT
Modes
Scenario
P2E2
P3E3
P3E4
Base Year

PCU-km (million)
7.96
8.06
8.25
4.02

PCU-hr. (million)
0.185
0.184
0.185
0.108

Speed (kmph)
43.11
43.89
44.62
37.25

Average Trip Lengths (2016):

42.
Mode wise and scenario wise Average Trip Lengths for the horizon year along with the base
year are presented in Table 7-19. It is noticed that average trip lengths increase except for the car
mode.
Table 7-19: Mode-wise and Scenario wise Comparison (2021)- Average Trip Length (Km)
Mode
Car
TW
Rick
Taxi
PT (Train, Bus, Metro)

7-20

2005
9.93
7.12
3.47
6.83
16.1

P2E2
9.48
9.34
4.55
15.67
20.01

P3E3
9.46
9.32
4.77
15.78
20.07

P3E4
9.76
9.60
5.30
18.47
21.31

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
Flow Comparison (2016):
43.
For scenario P3E3, the assigned flows are presented in Figure 7-15 and Figure 7-16
respectively. The assigned passenger flows on sub-urban and metro network, and vehicular flows on
highway network for the three growth scenarios (P2E2, P3E3 and P3E4) for the horizon year 2016
are presented in Annexure 7-1.
44.
Similar to the procedure adopted for the year 2021, the network required to satisfy the
expected travel demand for the year 2016 has been identified. Some of the corridors on which the
passenger flows are significantly low have been deferred beyond 2016 (as they are needed by 2021
or by 2031). Those metro corridors which could not attract requisite loading by the year 2016, but
needed beyond 2016, are suggested for EBL operations/ Mono Rail on roads which are parallel to
the corresponding metro lines. For scenario P3E3, such corridors are presented in Figure 7-15.
Similarly highway corridors deferred for scenario P3E3 are presented in Figure 7-16. Similar
analysis carried out for other scenarios and the details are presented in Annexure 7-1.
45.
The identified network requirements for the horizon year 2016 for the three growth scenarios
have been studied together to arrive at a possible common network that could satisfy the travel
demand of all the three scenarios. The recommended Sub-urban and Metro network and Highway
network for the horizon year 2016 is presented in Figure 7-17 and Figure 7-18 respectively.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-21

TRANSFORM

Figure 7-15: Suburban Rail/ Metro Passenger Flows (Morning Peak Hour) and Network Proposals for Horizon Year 2016
Scenario P3E3

7-22

Figure 7-16: Road Flows (PCUs/hr.) and Network Proposals (Morning Peak Hour) and Network Proposals for Horizon Year
2021 Scenario P3E3

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM

Figure 7-17: Recommended Sub-urban & Metro Network for the Horizon Year 2016

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

Figure 7-18: Recommended Highway Network for the Horizon Year 2016

7-23

TRANSFORM
46.
The metro corridors that are needed beyond the horizon year 2016 and deferred are as
follows:
(a)
(b)
(c)

Hutatma Chowk to Suman Nagar (Metro by 2021);

Titwala to Ambernath (EBL by 2031 and Metro beyond 2031); and
Part of Thane Ring Metro (EBL by 2031 and Metro beyond 2031).

47.
(a)
(b)
(c)
(d)
(e)
(f)

The proposed EBL corridors needed before the horizon year 2016 are as follows:
Andheri Dahisar-Thane (Metro by 2021);
Dahisar to Virar (Metro by 2021);
Chhatrapati Shivaji Airport Kanjurmarg Ambernath (Metro by 2031);
Bhiwandi to Kalyan (Metro by 2031);
Thane to Panvel (Metro beyond 2031); and
Narthen Gaon to Panvel (Metro beyond 2031).

48.
(a)
(b)
(c)

The highway links/ corridors that are needed beyond the horizon year 2016 are as follows:
Western Freeway: Worli Nariman Point Colaba (Worli to Haji Ali by 2021 and upto Colaba by 2031);
Rewas Bridge (Deferred beyond 2031); and
Outer Ring Road: Jite to Mumbai Pune Expressway and Mumbai Pune Expressway to NH8 (Deferred beyond 2031).

49.
It is emphasized here that the deferred links are only indicative, but can be taken up if
resources are available as they help in developing the region in accordance with land use strategy
presented.
50.
Except for the above modifications, all the other metros, suburban rail systems and highway
networks that are needed by 2021 are indicated in the above figures.

7.5.

TERMINALS

51.
Under Long Term Transportation Strategy, transport terminals viz. Rail, Bus, Truck, Airport
and Passenger Water Transport terminals are identified for 2031, 2021 and 2016. The terminal
requirements for different horizon years have been arrived at based on assessed growth rates from
various secondary data and primary data which have been presented in Chapter 4 and Chapter 6.
The terminal requirements estimated by similar procedure for the horizon year 2021 and 2016 are
summarized as follows:
Horizon Year Period 2016-21
(a)
(b)
(c)

Rail Terminals: Near Khandeshwar Sub-urban Railway Station (retaining the Panvel as en-route station) and intersection of
MTHL metro corridor and Belapur-Uran Railway Line;
Bus Terminals: Interstate Bus terminal in Kalyan area and Inter-city Bus terminals at, Vasai/Virar area, Pen-SEZ area and
Bhiwandi-Nizampur area; and
Truck Terminals: Near JNPT/NMSEZ/MMSEZ.

Horizon Year 2008-16

(a)
(b)
(c)
(d)
(e)

Rail Terminals: Near Vasai Virar and Near Kalyan;

Bus Terminals: Interstate Bus terminal near Wadala Truck Terminal and Near Mira-Bhayandar and Inter-city Bus terminals at,
Western suburbs of Greater Mumbai: In between Bandra and Borivali, eastern sub-urbs of Greater Mumbai: In between Kurla
and Mulund, western part of Thane Municipal Corporation area, Nerun in NMMC area and KDMC area;
Truck Terminals: Near boundary of MMR on NH-8 (Mumbai-Ahmedabad) and Near boundary of MMR on Mumbai Pune
Expressway;
Airport Terminals: In Navi Mumbai; and
Passenger Water Transport Terminals: As per MSRDC feasibility studies undertaken for West coast and East coast of
Mumbai.

7.6.

TRAFFIC ENGINEERING / MANAGEMENT MEASURES

7.6.1.

INTRODUCTION

52.
The main focus of
as described in previous sections is on identifying the
major transportation corridor movements, improvements/ expansions thereon required including

7-24

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
identification of new corridors that are considered necessary to meet travel demands of 2016-31. In
all the projects identified to meet these time lines, there is a need to increase the efficiency of the
system in terms of engineering, operations, management and safety. In this context there is a need
for enhancing the implementation of traffic engineering and demand management measures. These
are characterized as Traffic Engineering / Management Measures. Based on the review of
numerous background studies, reports and recommendations and supplemented with further data
compiled in the CTS an initial schedule of traffic engineering measures or initiatives are compiled
and the associated costs are included in the cost estimates. Some of these traffic engineering
initiatives are subject to a range of pre-feasibility rationalization studies, whereas some others are
identified in the municipal City Development Plans (CDP) or overview studies. It is not intended in the
strategic CTS to conduct these improvement rationalization studies. But it is considered appropriate
and prudent to provide in the overall implementation costs/budgets for such traffic engineering
measures.
7.6.2.

RATIONALE FOR TRAFFIC ENGINEERING MEASURES

53.
The budget provisions for road improvement measures in the CTS covers the higher order
road system i.e. freeways, expressways and arterial roads. Collector and local roads (DP width less
than 18 m) are excluded. The proposed traffic engineering measures are also limited to the arterial
road network of the MMR. Prior to constructing new road links there should be a continued concerted
program of encroachment removal within the existing right-of-way along the arterial roads.
Encroachments not only spill over into the paved areas of the road, the side frictions created by
activities further impedes the efficient use of the remaining roadway. Pedestrians are forced to walk
in between moving traffic, buses stop in through traffic lanes and rapidly a six lane roadway has the
effective capacity of a two lane roadway.
54.
While roadway encroachment removal raises many social issues, unless the fundamental
function of the road is not recaptured (to efficiently and safely move people and vehicles), many of
the traffic engineering measures will be completely ineffective. In most developed cities in the world
this fundamental function is accepted and respected. Cities such as Delhi are relatively more
successful in protecting rights-of-way. Shanghai is an outstanding example of world class city with a
world class public realm.
55.
Assuming road encroachment removals precede ahead of improvement measures, the traffic
engineering measures are to be implemented on a rationalized, prioritized basis taking into account
costs and benefits, lead time for any encroachment removal or property acquisitions, environmental
clearances and utility relocations. A rolling 5 year program is to be prepared, funding commitments
secured and implementation responsibilities established. The criteria given in Table 7-20 are to be
followed in formulating this improvement program. It is stressed that individuals or consultants
qualified in traffic engineering and control are required to manage this program.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-25

TRANSFORM
Table 7-20: Traffic Management Measures
Objective

Rationale for Improvements

Actions/Recommendation

To improve the network

capacity

Intersections are generally the major bottle

necks which control road capacities. Each
intersection has particular attributes or
constraints that require individualized
assessment to optimize capacity and
pedestrian and driver safety. Often
intersection performance is impacted by
downstream and upstream conditions and in
these situations a corridor or area wide
assessment is required

Physical changes to intersections including lane

configurations, pedestrian protection measures,
visibility improvements
Intersection operational improvements to optimize
capacity for both vehicles and pedestrians, updating
signal control traffic detection and considerations for
Area Traffic Control.
Design and construct grade separated ramps or
flyovers where at-grade improvements would not be
adequate particularly where the intersection is acting
as a corridor capacity control.

To reduce the mid-block

friction and side friction
and improve user safety

Frequent interruptions due to cross and

parallel pedestrian traffic, parking interfere,
commercial activities that interfere with the
free flow of vehicular traffic, reduce operating
levels or exhibit unacceptable safety criteria.

Pedestrian grade separation facilities (Subways and

FOBs)
Footpath Improvements (minimum 2 m wide for
without tree plantation and minimum 3 m wide with
tree plantation)
Bus Bays with Bus Shelters
On-street parking restrictions or provision of off-street
parking facilities or circulation improvements to
prevent traffic backing onto arterial roads

To reduce traffic delays

at railway level
crossings

Intensive movement of sub-urban and regional

trains increases the frequency of gate
closures at level crossings thereby increasing
the traffic delays.

Construct ROBs/ RUBs

To facilitate improved
driver behavior and lane
discipline and provide
the advance information
to road users

Lack of lane markings and traffic signs reduces

the lane discipline resulting in unsafe
situations and reduced levels of service.
Advanced notice of congestion or unusual
delays to allow users to seek alternative
routes

Improve and update traffic signs & markings.

Install variable message signs or other ITS devices
Promote the use of the media and in particular the
radio stations to broadcast driver information

To improve road
capacity and user
safety by updating and
enforcing the traffic
laws and improve user
compliance.

Traffic and local laws should be enforced to

make effective use of the capacity of the
system and provide the emergency relief
measures. This requires that such laws are
recognized by the public as being necessary
for the public good. Poor or misunderstood
laws or regulations can lead to public
disrespect for the laws or traffic control
devices

Infrastructure and educational support for Traffic

Police and Parking Control Officers (traffic patrolling
vehicles, Enhancement of communication systems,
Ambulances, Cranes, Control Rooms, etc.)

56.
For assessment of the above mentioned traffic engineering measures, the required
information is being compiled form the following sources.
(a)
(b)
(c)

Outputs from EMME i.e. traffic flows on the links/ corridors, traffic flows at the major intersections of the highway network;
Pedestrian count data, parking survey data, road inventory data, speed-delay studies, etc. carried out as part of the study also
have been utilized; and
The traffic improvement proposals proposed in City Development Plans (CDPs) prepared by municipal corporations have been
examined.

57.
Using the analysis of the above data and IRC guidelines, ULB wise traffic engineering
measures are summarized in Table 7-21, which gives costs/budgets assessed and provisions to be
made. For other measures such as ATC, traffic signs and markings, bus bays and shelters,
infrastructure for traffic police, etc., are not be quantified in numbers, hence lump sum estimates are
assumed.

7-26

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
Table 7-21: Proposed Traffic Engineering Measures
Intersection
Imp.
(No.)
250
27
14
15
4
5
2
2
1
1
1
2
1
1
1
1
1
3
1
1
334

Components
Greater Mumbai
TMC
KDMC
NMMC
Mira Bhayandar
Bhiwandi-Nizampur
Ulhasnagar
Ambernath
Kulgaon-Badlapur
Nallasopara
Vasai
Virar
Navghar-Manikpur
Alibag
Karjat
Khopoli
Matheran
Panvel
Pen
Uran
Total

7.6.3.

Flyovers/
Interchanges
(No.)
30
13
8
12
2
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
81

FOBs
(No.)
75
4
5
17
2
2
2
2
2
2
2
2
2
1
2
2
1
3
1
1
130

ROBs/
RUBs
(No.)
25
2
5
5
2
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
55

Ped.
Subways
(No.)
50
10
6
6
2
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
89

Parking
Plazas
(No.)
50
3
5
2
1
1

63

Footpath Imp.
( 2 to 3 m wide)
(kms)
1000
250
200
100
80
80
40
10
10
10
10
10
10
10
10
10
10
20
10
10
1890

TRAFFIC MANAGEMENT MEASURES

Congestion Charging
58.
Increasing vehicle ownerships coupled with overburdened suburban rail system, has forced
the commuters especially from northern parts of Mumbai to travel by cars into Island City of Mumbai,
thus congesting the already choked road network system. Unfortunately due to topographical
constraints, it is no longer possible to increase the supply of road space in Island City. In order to
discourage travel by cars destined to Island City, it is thought prudent to restrict usage of cars into
the Island City to reduce further congestion. For example, in London, congestion charge is levied for
cars and goods vehicles to restrict entry to the city centre, where most of the activities are
concentrated. This has reduced the usage of travel by cars. Further, although London has extensive
Metro system, has issued free passage to bypass the area ( Figure 7-19). The city also has
introduced additional bus services within the cordoned area to take care of the additional demand
due to shift from cars. The charges on vehicles imposed is 8 pounds/day and from this measure the
congestion reduction achieved is reported to be about 16%. It is therefore proposed to examine
whether such a pricing could reduce usage of cars and goods vehicles in Mumbai.

5
Central London Underground
and Rail Network Plan
6
7
4

2
1
1

Commuter
Rail
Stati on

Free
Route

Underground & Railways in Congestion Charge Area

Note: There are over 100 Undergr ound Stations and 8 Commuter Rail Statio ns
In Congestion Charge Ar ea

Figure 7-19: Congestion Charging Zone and Western

Extension in London

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

Figure 7-20: London Congestion Charging Area

super posed on Island City of Mumbai

7-27

TRANSFORM
59.
Similar situation exits in Mumbai Island City. It is main activity center for government,
business, trade, port activities including tourism being the heritage area. In order contain inflow of
cars into the Island City. It is interesting to compare the area to be covered in Mumbai with that of
London as shown in the Figure 7-20. Although similar in area, Mumbai differs from Londons
geographical setting as all the traffic terminates within the Island City without any bypassing.
60.
To find out the reduction of cars entering into Island City by imposing various congestion
charges for cars, EMME has been used. Base year transport network and travel demand of horizon
year 2016 have been used to study the effect of congestion charging on the traffic pattern. The
Figure 7-21 presents the responses as captured by the EMME model. It is observed that, by
charging Rs 25 per vehicle per entry, there is potential for the reduction of usage of cars coming from
north side into Island City by up to 9%. However, with congestion charges increased to Rs. 50/- and
Rs. 75/-, a reduction of usage of cars coming from north side into Island City can possibly reduce to
19% and 28% respectively. However, considering the rebates that are to be offered to the residents
of Island City, many categories of exempted vehicles, etc. the estimated reduction of usage of cars
coming from north side into Island City portion will be much less than predicted above.
28%

30%
25%

19%

20%
15%

9%

10%
5%
0%

Rs25

Rs50

Rs75

Figure 7-21: Congestion Charge % Reduction in Car (Horizon Year 2016)

61.
As a part of Workplace Based Surveys, the respondents owning cars were asked about their
response, to congestion charging. To this enquiry a total 208 people responded. Out of these, 17
respondents are against the concept of congestion pricing and said they wont pay any amount for it.
However analysis of the rest of the respondents reveal that the average amount that is acceptable
and people could be charged for congestion pricing works out to be approximately Rs. 25.
62.
Having known the range of congestion charges and likely reduction of usage of cars coming
from north side into Island City portion and the response from opinion survey, great care is to be
taken to implement the scheme before making it operational. The pre-requisites for successful
implementation of congestion charging are as follows:
a)
b)
c)
d)
e)

Standardization of vehicle license plates for convenient and efficient reading by electronic instruments;
Reliable vehicle ownership data for collection charges;
Space and electronic equipment for collecting the charges on all the roads leading to Island City;
Additional and good alternative public transport system; and
Creation of awareness on congestion charging at different levels.

Local Impact Analysis:

63.
With the growth of population and economy, new offices or commercial developments or
residential complexes likely to emerge on existing traffic networks within the MMR. These new
expansions generate new or additional traffic in the form of new employees, new shoppers, or new
residents. It is necessary to know whether the network surrounding the proposed facility will be able

7-28

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
to take the additional traffic. To quantify these transportation impacts, new additional trips are to be
estimated. Their origin and destination need to be determined and their modes and routes are to be
established. Analyses of these implications is done as part of established studies known as Traffic
Impact Assessments (TIA)..
64.
The TIA first examines the existing conditions on the network surrounding the proposed
development, and estimates the additional traffic generated. How with this addition of new activity the
additional traffic will affect the existing condition is to be estimated. What improvements or changes
are needed on roadway/site is to be assessed.
65.
Although no formal norms exist, it is usually recommended that whenever 100 new trips are
generated from the residential site during peak hour or 3,000 sq meters of additional office or
commercial or retail space is created, the TIA report is needed. For this purpose the most important
requirement is to obtain trip generation rates for all possible activities through several studies.
However, while conducting Workplace Based Surveys some typical trip generation rates together
with average trip lengths have been arrived. Until further data is obtained, these results could be
considered for preliminary analysis. More details are presented in Chapter 4.
66.
Average trip attraction rates for different land uses are presented in Table 7-22. Attraction
rates for Industries are observed to be low. In case of malls/shops trip attraction rates are found to be
high. Average and maximum total travel time by establishment and mode are presented in Table
7-23. It is observed that the total travel times by particular mode to different land use type is more or
less is in the same range. Average parking provision made available by different land uses is
presented in Table 7-24. Government. offices are provided with more parking spaces/100 sq. mt floor
area followed by IT centres. The lowest observed is in the industries with only 0.7 ECS/100 sq.mt. of
floor area.
Table 7-22: Trip Attraction Rates: MMR Area
Average Trip Attraction Rate
(attractions per day/100 sq.mt)
87
31
114
124
9
28
22

Landuse
Govt. Offices
Private Offices
Banks/ Financial Institutions
Malls/ Shops
Industries
IT Centres
Others (Hotels, Hospitals, Convention Centres)

Average Trip Attraction rate

(attractions per day/Employee)
3.5
2.5
7.6
12.3
0.4
0.3
3.4

Table 7-23: Average and Maximum Total Travel Time (in minutes) by Establishment and Mode
Landuse
Govt. Office
Private Offices
IT Centres
Banks
Malls/ Shops
Industries
Others*

Auto

Bus

Car

Taxi

Train

TW

Walk

Others

Avg.

Max

Avg.

Max

Avg.

Max

Avg.

Max

Avg.

Max

Avg.

Max

Avg.

Max

Avg.

Max

15
22
23
18
12
14
11

28
28
26
29
18
21
12

43
44
39
39
39
45
50

70
66
43
53
47
65
58

28
27
38
31
17
36
35

45
47
47
62
26
46
35

24
26

43
40

18
19
21
18
27
33
17

39
32
26
26
49
47
23

32
25

20
21

88
88
79
77
80
98
66

19
16

20
21

61
63
76
53
61
86
56

17
30

21
30

40
32
35
42
120
89
27

53
39
35
42
120
89
27

Table 7-24: Parking Provision: Average Values in MMR

Landuse
Govt. Office
Private Offices
Banks/ Financial Inst.
Malls/ Shops
Industries
IT Centres
Others

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

Average of ECS/100 sq.m of floor area

3.8
2.0
1.3
1.6
0.7
3.2
1.3

7-29

TRANSFORM
Parking Policy:
The vehicle ownership is increasing at faster rate in MMR due to increase in affordability,
easy availability of two wheeler/ car loans, and decreasing levels of service on public transport
systems. The estimated population and private vehicle availability by the year 2031 in MMR is
assessed to be 34 million and 9 million respectively. This roughly means availability of 265 vehicles
per 1,000 persons.
67.

68.
During the period 1996-2005, the statistics of motor vehicle statistics of the study area
(MMR) indicate that, the growth of total vehicles and growth of private vehicles i.e. Two Wheelers
and Cars is 9.66% and 10.34% per annum respectively. Whereas, the observed growth rate of
population during the same period was 2.47% per annum. This has resulted in increase in private
vehicle ownership levels in the study area from 50 vehicles/1,000 population to 97 vehicles/
population. The implications of such high growth is more congestion, more demand for parking, high
pollution, etc.
69.
The vehicle growth may not be uniform over different sub-regions of the study area and by
the time periods. In Island City of Greater Mumbai for instance, the growth of private vehicles may
increase from 81 to 121 vehicles per 1,000 population whereas outside of Greater Mumbai, the
growth may increase from 47 to 122 vehicles./ 1,000 population.
70.
While mobility is a pre requisite for development of urban areas, it often involves increasing
usage of private vehicles, and taxis with ensuing congestion on city streets. The problem thus
extends to stationary vehicles contributing to congestion due to large usage of space especially in
urban centres. Added to this is the inadequate/lack of parking spaces within residential,
administrative and commercial establishments resulting in spilling over of parked vehicles on to the
streets, creating additional problems in managing the urban environment. As the usage of scarce
space in urban areas is inefficient, it resulted in loss of effective capacity and speed due to
occupation of moving space by parked vehicles. This is in fact poor economics in terms of land
management. The normal manner of regulating and controlling the use of land activities is via
parking policy. The word Parking is used to mean the act of leaving a vehicle unattended either on
street or off street. Conventionally the following are the main purposes for enacting such policies.
(a) The reduction in congestion: Parking of vehicles on main roads will reduce the road width available
for moving vehicles resulting in loss of capacity and delays. This is also economic dis benefit due to
time losses, wear and tear of vehicles, increase in fuel burning etc.;
(b) The Improvement of Public transport operations: The efficiency of public transport will be affected
along with other road users if vehicles are not properly parked. In fact public transport vehicles are
usually affected far more than private vehicles, due to lesser ability to maneuver;
(c) The improvement of access to suburban rail stations. One of the pre requisites to encourage people
to use mass transit systems is to provide obstruction free access for feeder services including public
transport and IPT services;
(d) The improvement of safety. Badly parked vehicles are major cause of dangerous maneuvers from
vehicles, and injuries to pedestrians;
(e) The Improvement of Access for Emergency Vehicles; one of the duties of any municipality is to
provide for emergency vehicle services (Fire, police, Ambulances). If these vehicles are not able to
perform their duties because their accesses are obstructed by badly parked vehicles, destruction of
property or the escalation of severity of accidents due delayed medical help could be the result; and
(f) The production of cleaner environment: Smoother traffic flows reduce fuel consumption and hence
GHG emissions.

71.
Two prong strategies are required to accommodate the growing demand of parking space by
private vehicles in MMR. One is at Origin/Production end, where appropriate development control
regulations are proposed to contain the parking spaces within the premises and avoid spilling over of

7-30

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
private vehicles for parking needs and the other is at Destination/Attraction end where pricing
measures are proposed to manage the demand. Effective implementation of these measures needs
strong and enforceable parking policy.
72.
The transportation needs are varied and complex. Business community expects that
customers have free access to be competitive. Real estate developers want to ensure marketability
by reducing space on vehicle parking. Environmentalists want greater consideration of the damage
done to land, air and water caused by the ubiquitous accommodation of the automobile. New
Urbanites want to restore the virtue of the public realm and reduce the role of the automobile. The
public wants less traffic congestion, free on street parking, clean air, and safer travel. And local
governments strive to support and balance all of these objectives, while trying to remain fiscally
solvent in an era of constrained public resources.
73.
In order to operate an effective system of on-street, off street parking control, there are three
fundamental legal requirements. First, the operating agency must have a legal basis for the
imposition of the controls and collection of charges. Secondly, there need to be an unambiguous and
clearly defined system of signs and markings to show the user what the regulations are and where
the regulations are in effect. Finally, there must be a robust system for identifying and penalising
offenders.
74.
MMR constitutes 7 municipal corporations, 13 municipal councils and 10 non-municipal
towns. There are parking norms in each of the local bodies to provide parking spaces within
residential, commercial and industrial areas. With increased availability of private vehicles, there is
need to review the parking norms to be enforced in different buildings.
75.
Parking at most of the places is free. However Pay and Park system exists especially more in
Greater Mumbai and TMC. The pay and park areas wherever exist are managed by the municipal
authorities, MSRDC, MMRDA through private operators. An efficient system of parking control/
management needs a comprehensive parking policy. MMRDA has prepared a detailed parking policy
for Greater Mumbai in 1996. There is a need for preparation of comprehensive parking policy which
is applicable for the entire MMR.
76.
As part of this study, an outline of a Parking Policy is prepared. This proposed parking policy
has been drafted based on review of standards, policies, strategies adopted in various cities of
developed countries and review of the existing DC regulations, acts and studies relevant to parking
in MMR urban local bodies. The details are presented in Annexure 7-2. Policy statements and brief
description is presented in Annexure 7-3. It is also proposed that, all the major arterial roads pay
and parking is strongly advised to begin with as a deterrence measure and subsequently, off-street
parking facilities are to be created and on-street parking need to be banned.

7.7.

COST ESTIMATES

77.
The cost estimation process and the unit rates adopted for the horizon year 2031 are
adopted for estimation of costs for the recommended transport network for the horizon year 2021
and 2016. Summary of cost estimates for the metro, sub-urban, highway, bus system, passenger
water transport, terminals, etc. for the horizon years 2021 and 2016 are given in Table 7-25. Detailed
cost estimates are given at Annexure 7-4. The overall capital cost of implementing the
recommended transport networks for the years 2021 and 2016 is INR 1,643 billion and 1,342 billion
respectively (@ 2005-06 prices).

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-31

TRANSFORM
Table 7-25: Summary of Preliminary Cost Estimates for Proposed Transport Networks for Horizon Years 2031,
2021 and 2016
Component
Metro System
Sub-Urban Railway System
Highway System
Highway Corridors with EBL
Bus System
Passenger Water Transport
Truck Terminals, Inter-Bus and Rail
Terminals
Total

7.8.

2008- 2031
2008- 2021
2008- 2016
Cost
Length
Cost
Length
Cost
Length km
INR million
km
INR million
Km
INR million
435
1,083,730
318
8,370,000
228
609,020
248
314,180
237
291,130
237
283,620
1661
586,690
1117
448,360
817
308,100
79
16,950
112
20,210
165
114,230
42,800
21,500
11,040
4,800
4,800
4,800
30,400
2,422

2,079,560

20,380
1,784

1,643,380

11,260
1,447

1,342,080

CLUSTER WISE COST ESTIMATES

78.
Breakdown of the project costs by Clusters is being prepared. Constraints in the
subdivision/apportionment of costs is overcome using judgements and based on the following
assumptions:
(a)
(b)
(c)

(d)
(e)

Cluster wise metro, suburban train and higher order highway network is being estimated as per their
length in respective clusters;
Cross harbour and connecting links (road and metro sea links etc) is distributed to clusters based on
the major influencing clusters;
Cluster wise distribution of arterial roads, strengthening of existing roads, safety measures, traffic
management is being apportioned based the length of higher order network calculated for each
cluster;
Suburban rail improvements are apportioned to clusters based on the length of proposed metro and
sub-urban network length; and
Passenger Water Transport and Terminal costs are apportioned based the length of higher order
network calculated cluster wise.

79.
Summary of Cluster wise cost estimates prepared for the horizon year 2021 in million Rs. is
presented in Table 7-26. Transportation sub system cost distribution in percentage by clusters for the
horizon years 2021 is presented in Table 7-27 and Table 7-28. Details are given in the Annexure 75. Inferences drawn from the cluster wise cost estimates carried out for the horizon year 2021 are as
follows:
(a)
(b)

(c)
(d)
(e)
(f)

Major clusters in terms of total transportation network cost are Navi Mumbai (20.3%), Island City
(18.0%) and Western Suburbs of Greater Mumbai (15.5%) for the horizon year 2021;
Share of Metro system and Highway system in total cost are 50.9% and 28.5% respectively for the
horizon year 2021 which are major transportation sub-systems in the recommended transportation
plans;
Major clusters in terms of Metro system are Island City, Western suburbs and Navi Mumbai;
Major clusters in terms of Sub-urban rail system are Navi Mumbai, Rural MMR and Pen-SEZ;
Major clusters in terms of Highway system are Vasai-Virar, Navi Mumbai, Western Suburbs and PenSEZ; and
Major clusters in terms of Bus system are Navi Mumbai, Thane, Pen-SEZ and Vasai-Virar.

7-32

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
Table 7-26: Cluster wise Cost Estimates (in INR million): Horizon Year 2021
Cluster.
No.

Cluster

1
2
3
4
5
6
7
8
9
10
11
Total

Island City
Western Suburbs
Eastern Suburbs
Thane
Navi Mumbai
Kalyan
Vasai-Virar
Rural MMR
Pen-SEZ
Bhiwandi
Mira-Bhayander

Metro
System

237440
164730
68140
38620
136600
49220
51490
0
51350
10960
28450
837000

Sub-Urban Highway
Railway
System
System
10130
17640
6740
22070
104680
12910
13280
54980
40120
4990
3580
291130

Highway
Corridors
with
EBL

45690
69780
17850
25800
70880
21410
92680
21140
54180
5590
23350
448360

Bus
System

0
0
540
5360
9810
4500
0
0
0
0
0
20210

1230
1100
990
2820
5200
2350
2360
1900
2530
510
510
21500

PWT

Terminals

270
250
220
630
1160
520
530
420
570
110
110
4800

1170
1040
940
2680
4930
2230
2240
1800
2400
480
480
20380

Total

295940
254540
95420
97980
333260
93150
162580
80240
151150
22640
56480
1643380

Table 7-27: Transportation Sub System Cost Distribution among Clusters for the Horizon Year 2021
Cluster.
No.
1
2
3
4
5
6
7
8
9
10
11

Cluster

Island City
Western Suburbs
Eestern Suburbs
Thane
Navi Mumbai
Kalyan
Vasai-Virar
Rural MMR
Pen-SEZ
Bhiwandi
Mira-Bhayander
Total

Metro
System

Sub-Urban
Railway System

Highway
System

28.4%
19.7%
8.1%
4.6%
16.3%
5.9%
6.2%
0.0%
6.1%
1.3%
3.4%
100.00%

3.5%
6.1%
2.3%
7.6%
36.0%
4.4%
4.6%
18.9%
13.8%
1.7%
1.2%
100.00%

10.2%
15.6%
4.0%
5.8%
15.8%
4.8%
20.7%
4.7%
12.1%
1.2%
5.2%
100.00%

Highway
Corridors
with EBL
0.0%
0.0%
2.7%
26.5%
48.5%
22.3%
0.0%
0.0%
0.0%
0.0%
0.0%
100.00%

Bus
System

PWT

Terminals

% Share

5.7%
5.1%
4.6%
13.1%
24.2%
10.9%
11.0%
8.8%
11.8%
2.4%
2.4%
100.00%

5.7%
5.1%
4.6%
13.1%
24.2%
10.9%
11.0%
8.8%
11.8%
2.4%
2.4%
100.00%

5.7%
5.1%
4.6%
13.1%
24.2%
10.9%
11.0%
8.8%
11.8%
2.4%
2.4%
100.00%

18.0%
15.5%
5.8%
6.0%
20.3%
5.7%
9.9%
4.9%
9.2%
1.4%
3.4%
100.00%

Table 7-28: Cluster wise, Transportation Sub-system Cost Distribution for the Horizon Year 2021
Cluster.
No.

Cluster

Metro
System

Sub-Urban
Railway System

Highway
System

1
2
3
4
5
6
7
8
9
10
11
Total

Island City
Western Suburbs
Eastern Suburbs
Thane
Navi Mumbai
Kalyan
Vasai-Virar
Rural MMR
Pen-SEZ
Bhiwandi
Mira-Bhayander

80.2%
64.7%
71.4%
39.4%
41.0%
52.8%
31.7%
0.0%
34.0%
48.4%
50.4%
50.9%

3.4%
6.9%
7.1%
22.5%
31.4%
13.9%
8.2%
68.5%
26.5%
22.1%
6.3%
17.7%

15.4%
27.4%
18.7%
26.3%
21.3%
23.0%
57.0%
26.4%
35.8%
24.7%
41.3%
27.3%

7.9.

Highway
Corridors
with EBL
0.0%
0.0%
0.6%
5.5%
2.9%
4.8%
0.0%
0.0%
0.0%
0.0%
0.0%
1.2%

Bus
System

PWT

Terminals

% Share

0.4%
0.4%
1.0%
2.9%
1.6%
2.5%
1.5%
2.4%
1.7%
2.2%
0.9%
1.3%

0.1%
0.1%
0.2%
0.6%
0.3%
0.6%
0.3%
0.5%
0.4%
0.5%
0.2%
0.3%

0.4%
0.4%
1.0%
2.7%
1.5%
2.4%
1.4%
2.2%
1.6%
2.1%
0.9%
1.2%

100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%
100%

COMPARATIVE ENVIRONMENTAL EVALUATION

80.
Environmental evaluation of the long term transport plan provided necessary inputs into
environmental implications of each transport link in the network. An evaluation of the likely impacts
due to the transport network as per the short and medium term transport strategies are presented in
the following sections. While the strategy for addressing the impacts, though essentially remains the
same across, it is possible that impacts are deferred in phases corresponding to the phases of
implementation of the project. The evaluation provided in this section is intended to provide
necessary insights into the likely impacts that may result from the short and medium term strategies.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-33

TRANSFORM
7.9.1.

ENVIRONMENTAL SCREENING

81.

Screening analysis results is presented in the Table 7-29.

Table 7-29: Lengths (km) of Transport Links under Each Category of Impact
Type of Link
Freeway / expressway1
Metro Lines

Medium Term (2021)

Short Term (2016)

Category*

Category

183

318

83

31

183

316

83

28

77

203

23

23

54

150

16

02

78

22

Sub-urban Rail
39
85
78
22
39
85
1
The lengths presented includes length of free way / express way that are existing / under construction
Categories are described in Section 16.3.2 of Chapter 6.

Environmental Impacts and Management Measures:

82.
The valued environmental components where such impacts vary significantly between the
long term strategy in comparison with the short and medium term strategies are presented in the
following sections.
Noise Levels:
83.
Noise levels are likely to remain high during operation stage because of increased vehicular
speeds from the improved infrastructure capacity. However, smoother traffic flows, decrease in
sudden acceleration and deceleration of vehicles, decrease in use of horns because of separate
lanes for traffic moving in opposite directions and noise buffers in form of trees and barriers etc is
likely to keep noise level within the acceptable standards.
84.
Operation stage noise quality is assessed through FHWA screening noise model for road
and rail road noise prediction methodology for rail noise. Noise prediction is carried out for the short
term (2016) and medium term (2021) for freeway / expressways in the proposed network across the
three scenarios. A summary of output of noise model is presented in Table 7-30. In terms of noise
quality, the scenario P2E2 provides marginally lower noise levels than P3E3 for short and medium
term. None of the links generating noise levels higher than 75 dB(A) are present in short term but in
case of medium term network few links i.e., about 0.3 to 0.6% of links generate noise levels greater
than 75 dB(A).
Table 7-30: Noise Levels and Link Lengths (km) for Freeway / Expressway
Scenario
Short Term
P2E2
P3E3
P3E4
Medium Term
P2E2
P3E3
P3E4

<55 dB(A)

Length (km) & (% )

between 55 and 65 dB(A)

>65 but <=75 dB(A)

>75 dB(A)

41.3 (7.7%)
40.8 (7.6%)
40.8 (7.6%)

69.8 (13%)
67.3 (12.5%)
54.8 (10.2%)

429.4 (79.5%)
432.5 (80.1%)
445 (82.4%)

0
0
0

50.7 (8.3%)
47.7 (7.8%)
42.6 (7%)

92.3 (15.1%)
81 (13.3%)
79.1 (13%)

468.8 (76.7%)
481.6 (78.8%)
487 (79.7%)

0
1.6 (0.3%)
3.1 (0.6%)

85.
Screening noise model for rail network is also used for estimating the existing noise levels
and also noise levels that are likely in 2016 and 2021. The Table 7-31 presents a summary of results
of the screening rail noise model.

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MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
Table 7-31: Summary of Screening Rail Noise Model Results
Track ID
7002970071
7002970069
7002970052
7002970046
7002970092
7000170021

Number of Operations
2016
2021

Mumbai CST (CSTM)Kasara (KSRA)

Mumbai CST (CSTM)Titwala (TLA)
Mumbai CST (CSTM)Kalyan (KYN)
Mumbai CST (CSTM)Thane (TNA)
Mumbai CST (CSTM)Panvel (PNVL)
Churchgate (CCG)Borivali (BVI)

Estimated Noise
Level (Ldn)

Day

Night

Day

Night

Receptor
Distance
(m)

136.0

36

24

72

48

12.5

84.2

87.2

64.1

76

50

132

78

12.5

86.4

88.4

53.2

132

70

132

78

12.5

88.0

88.4

33.0

132

78

132

78

12.5

88.4

88.4

48.9

132

78

132

78

12.5

88.4

88.4

34.0

350

200

440

220

12.5

93.4

93.9

Distance
(km)

Route

2016

2021

86.
During the Metro development, there will be an increase in noise level in the tunnels (metro
Corridor) and nearby ambient air (rail corridor). However, noise levels in the core city are likely to go
down. The increase in levels are likely to be marginal, hence local population will not be adversely
affected.
87.
However, the exposure of workers to high noise levels especially, near the engine, vent shaft
etc. need to be minimised. This could be achieved by job rotation, automation, protective devices,
noise barriers, and sound proof compartments / control rooms.
Water:
88.
Lengths of water bodies impacted by the proposed improvements are presented in the Table
7-32. Impacts on water sources could be temporary or permanent based on their proximity to the
corridors. Construction of bridges and other cross drainage structures can affect the flow rate and
pattern of streams and rivers.
Table 7-32: Length of Water Bodies Impacted
Length through water bodies likely to be impacted in km
S.No

Medium Term

Water body

Short Term

Freeway /
expressway

Metro

New Rail Links

Freeway /
expressway

Metro

New Rail Links

Water body

15.2

8.04

4.1

15.2

4.52

4.1

Coastal Wetlands

44.8

20.68

5.2

44.8

11.86

5.2

Sea

53.6

23.22

1.2

48.9

23.22

1.2

Total

113.6

51.94

10.5

108.9

39.6

10.5

89.
Surface and ground water sources being important natural and social resources, they should
be preserved to the extent possible. The impact of the project on ponds and other surface water
bodies should be avoided by minor realignment to the extent feasible. At locations where land take
from ponds and surface water bodies is necessitated due to engineering and social concerns, loss
due to the project should be adequately compensated.
90.
Table 7-33 shows the likely land take for proposed links with the implementation of the
medium and short term strategies.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

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TRANSFORM
Table 7-33: Likely Land-take in Biodiversity Areas (Nationally Protected Areas)
Length through biodiversity areas, km
S.No.

Medium Term

Biodiversity Areas

Short Term

Freeway /
Expressway

Metro

New Rail
Links

Freeway /
Expressway

Metro

New Rail
Links

Sanjay Gandhi National park 4

12.7

10.58

2.0

12.7

NIL

2.0

Reserved and Protected

Forests

17.7

3.57

8.14

17.7

3.57

8.14

Total

30.4

14.15

10.14

30.4

3.57

10.14

Cultural Properties:
91.
There are 5 cultural places within the links proposed for freeway / expressway. There are 7
metro links which have cultural properties within 300 m radius. Impacts on cultural properties can be
manifold such as loss of cultural property, loss of access, loss of adjoining space, partial loss of
structure etc. Based on the significance of the cultural property the losses should be minimized /
avoided accordingly. Maximum adverse impact on a cultural property could be relocation of the
property.
7.9.2.

SUMMARY OF ENVIRONMENTAL AND SOCIAL IMPACTS

92.
The analysis provided above indicates that environmental impacts due to short and long term
strategies would involve impacts that part of the long term strategies but are only occurring earlier in
the time line due to their early implementation. The transport network as per the short and medium
term strategies in also presents within its influence area environmentally sensitive areas and need to
be adequately addressed in the detailed design stage of the individual sub-projects. The
environmental screening has yielded list of links that are environmentally sensitive and require a
detailed environmental assessment during the detailed design stage due to presence of Sanjay
Gandhi National Park and Coastal Wetlands.
93.
In addition to the environmentally sensitive links i.e. under Category 1, the links under
Category 2 also require detailed environmental assessment but may involve lesser number of
alternative alignment studies to offset environmental impacts. Links identified under Category 3
would require an IEE at sub-project level and an EMP. Finally, the links under Category 4 apparently,
may not require an EIA but need an EMP to address generic environmental impacts to the road /
metro / rail projects.
94.
One of the major impacts of road / rail projects is the impact of noise on surrounding areas.
With the implementation of the project, there would be greater intrusion of road / rail into previously
untouched areas leading to increase in noise levels. Freeway / expressway network present higher
noise levels mostly because of higher traffic flowing on limited freeway / expressway network
available during the stage.

The freeway / expressway links are adjacent to the Vasai creek and with appropriate fine tuning of the project alignment, it
is possible to avoid land take in the national park. In case of arterial roads, alternative alignments avoiding land take any
further impacts would be considered in the detailed design stage. Land take in case of metro rail alignments would be
present only if the alignment is over the ground. Since it is premature to finalise a type of alignment and choice of
technology for construction, this represents a worst case scenario and does not necessarily mean adverse impacts on the
national park. Land take in case of rail links would mostly be in the fringe areas of the park and is already developed area
and hence no impact due to land take on the park is anticipated on this account.

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MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
7.9.3.

RECOMMENDATIONS FOR FURTHER ENVIRONMENTAL ANALYSIS

95.
Improvement of environmental quality is expected from the proposed project but the region
itself being environmentally sensitive, emphasis on in-depth analysis of Environmental Impacts is
necessary. The Terms of Reference (ToR) presented in the Environmental Evaluation of transport
network for long term strategy would hold valid even for the short and medium term strategy. During
detailed project preparation, environmental analysis should assess the significance of the issues
identified below and additional issues could be identified which also need to be included in the EA
study. These studies especially on biodiversity need to be conducted periodically as the project
progresses under short, medium and long term strategies to have a robust baseline for analysis of
environmental impacts on biodiversity.
96.
Study for Bypass Alignments: All links / corridors that pass through sensitive areas such
as National Parks and Forest areas (especially Category 1 and Category 2 links) should undertake
detailed investigation for identification of alternative alignments to bypass the sensitive areas. In case
of situations where it is not feasible to bypass such locations, the argument should be accompanied
by detailed assessment of all possible alternatives. Cost benefit analysis should accompany the
basis for selection of final alignment.
97.
Wetland Biodiversity Study: Coastal Wetlands that are likely to be impacted by the project
should be studied for any adverse impacts to wetland biodiversity during all stages of construction.
Aspects such as ecosystem functions of wetlands (for e.g. flood attenuation provided by wetlands)
key stone species if any supported by the wetlands, breeding or feeding sites supported by the
wetland especially for protected species etc should be studied. Where feasible, project should look
into bypassing significant sensitive wetland areas especially wetlands near the Mahim and Thane
Creek areas. All roads / metro links passing through CRZ or in its vicinity should undertake detailed
assessment of the likely impacts of the proposed development on coastal biodiversity including
impacts on fisheries resources, mangroves, corals, marine mammals, avifauna, seaweeds etc
98.
Environment Assessment for Bridges: The project would involve new bridge constructions
for road and metro projects Most of the bridges would also need upgradation. Separate EIA studies
should be conducted for all new bridges to ascertain and mitigate adverse impacts on aquatic
ecosystem. Adequate mitigation designs and measures should be worked out to avoid all likely
impacts due to bridge construction.
99.
Impacts on World Heritage sites/Archaeological Properties: The screening exercise
identifies the presence of archaeological properties in the vicinity of the corridors. However, the
proximity of the property and related impacts on accessibility need to be ascertained / addressed
with respect to existing legislations on the same, during project preparation.

7.10. COMPARATIVE SOCIAL IMPACT ASSESSMENT

7.10.1. IMPACT ANALYSIS
100. The method followed for analysis would be similar to the one adopted for long-term transport
plan. Land requirements as per the long-term transport network worked out in the earlier section may
need to be acquired in phases rather than all at once. This would increase the resettlement impacts
further due to increase in residential or commercial activities along the project sections in the
intervening period. Thus acquisition of land / property would be least if done as soon as possible.
Critical impacts that are likely from the short and medium term transport strategies are presented in
the following sections.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-37

TRANSFORM
7.10.2. ESTIMATES OF L AND REQUIRED
101. Land requirement estimates show that the total land required for the short-term proposal is
about 10834 ha. For executing the medium term transport proposals by 2021, an additional 1864 ha
would be required. The proposed freeway / expressway and arterial account for nearly 80% of the
total area required in both the phases. The proposed freeway / expressway of 100m wide RoW will
account for 55% of the total land required under the project followed by the arterial road network of
60m wide RoW in the short term phase till 2016 (Table 7-34). Medium term strategy for freeway /
expressway envisages extension of Worli Bandra sea link upto Haji Ali. Hence, land requirement
for this part of the medium term strategy would be limited to about 46 ha which is mostly on sea,
water bodies or coastal wetlands.
102. The metro and new rail lines constitute nearly one-fifth of the proposed area required of the
network in the short term strategy. Since the rail network envisaged as per short term strategy would
be serving upto 2021, no further enhancement of the network is undertaken in the medium term.
Thus no further land is required specifically for medium term strategy.
Table 7-34: Area required for Various Proposed Networks in MMR
Network Type

Short Term (2016)

Medium Term (2021)

Area (ha)

% to Total

Area (ha)

% to Total

5931

55

46

2.4

1420

Freeway / expressway
Arterial

2840

26

Total Road

8771

81

Metro

1075

10

New Rail

988

Total Rail

2063

19

TOTAL

10834

76
78.4

398
398

21.6

1864

Source: Estimated.

7.10.3. LAND C ATEGORIES

103. Table 7-35 shows distribution of land to be acquired according to various land uses for the
freeway metro and rail networks as per short term strategy. Of the total land about 29% is under
agriculture and wasteland. 45% of the total area is built up consisting of residential and commercial
development. The large proportion of area affected in this category will also affect a large population,
as these are very high-density areas with 105 persons per hectare.
Table 7-35: Landuse Affected as per transport Network of Short Term Strategy (ha), 2016
Land use
Agricultural and Wasteland
Industrial
Built Up
Water Bodies, Sea and Coastal Wetland
Forest Area
Other Areas
Outside MMR
Total
Source: Estimated.

Free Way
1702
123
2538
1048
367
45
108
5931

Metro
117
67
643
195
28
25
0
1075

New Rail
462
6
387
53
65
6
9
988

104. Few of the forest areas would get affected by the transport network in the short term
transport strategy as well. The area indicated above includes part of the area of Sanjay Gandhi
National Park, whose area abutting the Bassein Creek may need to be acquired. Apart from the
National Park within the urban limits of Greater Mumbai, there are several pockets of Reserved and
Protected forests that need to be acquired. These are mostly spread over the taluks of Karjat,
Panvel, Pen and Alibag as far as the short and medium term networks are concerned.

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MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
105. The land affected by the proposed metro network for short term strategy comprises mainly
built up area and area under water bodies. The built up area comprises 60% the total land affected
by the proposed metro (Table 7-35). High proportion of area under built up would lead to high
population impact leading to loss in both assets and livelihood. The area impacted by the new rail
lines would include land under built up and agriculture. Both the networks will affect 4.5% of the
forestland also in the short-term phase.
106. The land affected by Freeway / expressway for medium term strategy would be only 46 ha
whereas nearly 400 ha would be impacted by the proposed metro corridor. The impact by freeways
is very meagre as; only 4 corridors would be added in this phase and nearly all the area lies
comprises water bodies (Table 7-36).
Table 7-36: Landuse Affected as per Transport Network of Medium Term Strategy (ha), 2021
Land use
Agricultural and Wasteland
Industrial
Built Up
Water Bodies, Sea and Coastal Wetland
Forest Area
Other Areas
Outside MMR
Total
Source: Estimated.

Free Way

Metro
44
4
232
60
52
6
0
398

1
45

46

7.10.4. IMPACT ON POPULATION

Total Population Impacted
107. The land acquisition in the project would affect nearly 10 lakh people. About 82 percent of the
affected families are estimated to be in the residential category. Out of the various proposed network,
arterial roads would affect maximum people (Table 7-37). The proposed new rail lines will affect 1%
of the total people.
Table 7-37: Total Population Impacted by Various Proposed Networks in MMR (2016 & 2021)
Land use
Agricultural
Industrial
Residential
Commercial
Total
% to Total
Source: Estimated.

Free Way
28049
14123
328678
36520
407369
40

Arterial
11051
7972
252554
28062
299639
30

Metro
11241
14286
234808
26090
286425
28

New Rail
4307
8
10775
1197
16287
2

Total
54648
36388
826815
91868
1009720
100

% to Total
5
4
82
9
100

108. The land acquisition for freeway / expressway would affect nearly 4 lakhs people in the shortterm phase. About 80% of the project-affected families are estimated to be in the residential category
(Table 7-38). The number of affected persons would be less in the medium-term phase.
Table 7-38: Total Population Estimated to be Impacted by Freeway / Expressways
Land Use
Agricultural
Industrial
Residential
Commercial
Total Population

Short Term (2016)

28049
14123
328678
36520
407369

Medium Term (2021)

562
62
625

109. The land acquisition for arterial roads is estimated to affect nearly 300,000 people in shortterm phase and about 150,000 in medium term. About 84 percent of the project-affected families are
estimated to be in the residential category (Table 7-39) in the short-term phase. The number of
people getting affected in the medium term will decrease by nearly 50% as compared to short-term
effects.
MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-39

TRANSFORM
Table 7-39: Total Population Estimated to be Impacted by Proposed Arterial Roads in MMR
Land Use

Short Term (2016)

Medium Term (2021)

11051

5526

Agricultural
Industrial
Residential

Cumulative Population
Affected in 2021
16577

7972

3986

11958

252554

126277

378832

Commercial

28062

14031

42092

Total Population
Source: Estimated.

299639

149819

449458

110. The metro network development would affect nearly 300,000 people. About two-third of the
project-affected families are estimated to be in the residential category in the short-term phase
(Table 7-40). In the medium term phase the population impacted by metro will be only 255 of those
affected in the short term. The population impacted due to new rail networks will however be less
than 5% of that affected by the metro development.
Table 7-40: Total Population Impacted by Proposed New Rail and Metro Networks in MMR
Land Use
Agricultural
Industrial
Residential
Commercial
Total Population
Source: Estimated.

Short Term (2016)

Metro
11241
14286
234808
26090
286425

New Rail
4307
8
10775
1197
16287

Medium Term (2021)

Metro
2095
350
69766
7752
79964

7.10.5. IMPACT ON S LUMS

111. The slum population impacted is 9% (Table 7-41) of the total population affected, out of
which 77% will be affected due to freeways and arterial roads in the short-term phase. The proposed
rail lines network would not pass through any slum locality and the metro will affect only 2% of slum
households. In the medium-term phase the impact on slums would decrease by 6% in comparison to
the short-term impacts.
Table 7-41: Slum Population Impacted by Proposed Networks in MMR
Network Types Short Term (2016)
% to Total Affected population Medium Term (2021)
% to Total Affected population
Freeway
43292
3
451
0
Arterial
57168
4
28584
2
Total Road
100460
7
29035
2
Metro
36060
2
9401
1
TOTAL
136520
9
38436
3
Source: Estimated.
In the medium term phase the slum population will constitute only 3% of the total affected population. The resettlement of the slum
dwellers will be taken up as SRA norms and in a similar framework used in for the MUTP.

7.10.6. THE R&R FRAMEWORK

112. One of the important measures of achieving effective mitigation of adverse social impacts is
through an appropriate Rehabilitation and Resettlement Policy. The Resettlement Policy document
describes the principles and approach to be followed in minimizing and mitigating negative social and
economic impacts caused by the project. These guidelines are prepared for addressing the issues of
resettlement and rehabilitation of the Project Affected People (PAP) and assistance in re-establishing
their homes and livelihoods in course of developmental projects.
113. Entitlement framework prepared to aid in giving of compensation and assistance to the
project affected and displaced people and presented in the Chapter 6, Social Evaluation of Transport
Network for Long Term Transportation Strategy for MMR. This framework would be applied for the
transport network as per the short and medium term strategies to have a consistent approach for
addressing anticipated social / resettlement impacts in the project

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MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
7.11. PRIORITISATION OF PROJECTS
114. The total transport network identified for the horizon year 2021 needs investments to the tune
of INR 1,643 billion. Though the total transport network is required by 2021, phasing/ prioritization of
corridors is of great importance so that, the investments are optimally made and the network is
effectively used. Given the strategic nature of this assignment, prioritisation of projects is done
basically on the information that is available for this purpose is - Passenger demand on the corridors
for different time periods, Estimated Cost of the facility, Environmental and Social impact values. The
approach that is followed is to give weightings to the horizon year travel demand on horizon year
transport network, and also to the base year travel demand on the same network. This is
incorporated keeping in view that there exists substantial deficiencies in the existing system and that
they need to be addressed apart from the future demand. A second set of weightings are given to
cost of the network, passenger demand, environmental and social impact factors. The relative
weights are decided based on discussions and consensus obtained with TAC. The details of the
procedure and analysis are presented in the following sections.
7.11.1. PRIORITISATION OF METRO/ SUB- URBAN CORRIDORS
115. The first level basis is to give weights for the travel patterns of horizon year i.e. 2021 travel
demand and travel patterns of base year i.e. 2005 travel demand.
(a)
(b)

2021 travel demand on 2021 network: Network loadings on transport network (2021) describe the usage of the corridor for the
horizon year 2021 More passengers it attracts the higher the priority it gets. This will capture the extent of patronage on the
corridor for the horizon year; and
2005 travel demand on 2021 network: Network loadings on transport network (2021) describe the usage of the corridor by the
base year 2005 travelers. This indicator enables to capture the relief it can provide to the base year travel passengers.

116. A range of 30% to 70% weights have been considered for the criteria (a) and a range of 70%
to 30% weights have been considered for the criteria (b) to study the sensitivity of the ranking to
these weights.
117. The second level basis in case of prioritization of transit corridors is to give weights for
the quantitative criteria like cost efficiency (cost/km length of the corridor), demand efficiency (total
passenger-km travel on the corridor divided by total length of the corridor in kms), Social Impact
(PAPs/km) and Environmental Impact (Protected Area in sq mt /km).
118. Under 2021 travel demand on 2021 transport network, the parameters considered are cost
efficiency, demand efficiency, social impact and environmental impact. The weights given for these
criteria are 30%, 50% 10% and 10% respectively. Whereas, the parameters considered for 2005
travel demand on 2021 transport network are only cost efficiency and demand efficiency with
weightings of 35% and 65% respectively. Social and environmental impacts under this case are not
considered being hypothetical situation. Figure 7-22 exhibits the weights proposed for analysis.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-41

TRANSFORM
Metro/ Sub-urban Corridor Prioritisation 2008 to 2021
2021 Corridor Travel Demand
on 2021 Network

Cost
(Rs.
crore)/
km

Passkm/
km

0.3

0.5

Social
Impact
(PAPs)/km

0.1

2005 Corridor Travel Demand

on 2021 Network

30%

Env. Impact
(Protected
Area
sq.m)/km

Cost (Rs.
crore)/km

0.1

70%

Pass-km/
km

0.35

0.65

Weighting
40%

50%

60%

30%

70%
Weighting Between
2021 & 2005 Demands

70%

60%

50%

40%

30%

Average Corridor Score

Phasing

Phase I - 1st 33% of Capital Investment

Phase II - 2nd 33% of Capital Investment
Phase III - 3rd 33% of Capital Investment

Figure 7-22: Concept for Prioritisation of Transit Corridors

119. Details of Corridor wise criteria values for prioritisation of transit corridors is presented in
Table 7-42 for a weightage of 30% to the 2021 travel loading, and 70% to the 2005 travel loading on
2021 transport network. This is identified as (30:70) case. Similar analysis is performed to observe
the sensitivity for different cases by varying the weights as 40:60, 50:50, 60:40 and 70:30. The
resulting scores for each corridor did not differ significantly. In fact the variation is only within 0% to
25% ([Max-Min]/average). Hence, it is proposed to take average of all the scores obtained from
various cases to rank the corridors.
120. Ranking of metro corridors and suburban corridors is being carried out separately. Once the
corridor wise combined score is established, the corridors are arranged in descending order
(prioritization of corridors) and ranking is given. Ranking of metro corridors are presented in Table
7-43. Cumulative cost is calculated for phasing the projects and shown in the same table. The
projects have been segregated in to Phase I, Phase II and Phase III considering one third (33%) of
the total cost of metro corridors under each phase. Phasing of metro corridors is being presented in
Figure 7-23. Similar procedure is adopted for ranking of sub-urban rail corridors and phasing. The
prioritised sub-urban rail corridors and phasing are presented in Table 7-44 and Figure 7-24
respectively.

7-42

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM

71430 30 4.5

129

7.7

1.2

50991 21 3.2

75

13.3

M7

Andheri (East) - Dahisar (East)

138

43

3.9

107228 45 6.8

81

12.4

Score out of
100
Weighted
Score

3.9

13

Score on Avg.
Pass km/km

Value

43

462

Weighted
Score

138

BKC-Marol Naka via Airport

Score out of
100

Ghatkopar-Mulund

M6

0.0

Score on Cost
(Rs. Crore)/km

Value

M5

1.0

Weighted
Score

992

Score out of
100

46001 19 2.9

Score on Social
Impact (PAPs)

Value

3.9

Weighted
Score

43

Value

138

Value

Charkop-Dahisar

Corridor Description

Value

M4

Sl. No.

Score out of
100

Score on Environmental
Impact (Protected Area)

Weighted
Score

Score out of
100
Weighted
Score

Score on Avg.
Pass km/km

Score out of
100

Score on Cost
(Rs./ Crore)/km

Total Score

Table 7-42: Corridor wise Criteria for Prioritization of Transit Corridors (30:70 for 2021 and 2005 travel pattern on 2021 network)

654

0.3 0.0 138

43 10.7 17347 14

6.4 24

0.2 1790

0.1 0.0 138

43 10.7 39551 32 14.5 34

0.4

642

0.3 0.0 462

13

0.4 2000

0.1 0.0 138

43 10.7 94010 76 34.5 56

3.2 34525 28 12.7 20

M8

Hutatma Chowk-Ghatkopar

462

13

1.2

71474 30 4.5

165

6.1

0.2 3232

0.1 0.0 462

13

3.2 43510 35 16.0 25

M9

Sewri-Prabhadevi

462

13

1.2

91191 38 5.8

279

3.6

0.1

447

0.5 0.0 462

13

3.2 15640 13

5.7 16

M10

Dahisar-Mira Road-Manikpur-Virar

188

32

2.9

46001 19 2.9

992

1.0

0.0

654

0.3 0.0 188

32

7.8 17347 14

6.4 20

M11/M13

Thane-Bhiwandi

147

41

3.7

122269 52 7.7

187

5.4

0.2

787

0.3 0.0 147

41 10.0 15333 12

5.6 27

M12

Thane-Ghodbunder-Dahisar

117

51

4.6

77606 33 4.9

1156

0.9

0.0

363

0.6 0.0 117

51 12.6 10157

3.7 26

M17

Mankhurd-Vashi-Narthen Gaon-Kalyan

177

34

3.0

91747 39 5.8

320

3.1

0.1

81

2.7 0.1 177

34

8.3 39373 32 14.4 32

43886 18 2.8

M18

Vashi-Belapur-New Airport-Panvel

188

32

2.9

325

3.1

0.1 1803

0.1 0.0 188

32

7.8

3668

1.3 15

M19

Targhar-Kharkopar-Nhava Sheva-Dronagiri

123

49

4.4

4109

2 0.3

119

8.4

0.3

216

1.0 0.0 123

49 12.0

0.0 17

M20

Kharkopar-Dhutum-Pirkone

159

38

3.4

15395

6 1.0

168

6.0

0.2

100.0 3.0 159

38

9.3

36

0.0 14

M24

Sewri-Kharkopar

489

12

1.1

91191 38 5.8

279

3.6

0.1

447

0.5 0.0 489

12

3.0 15640 13

SR1

Diva-Vasai Road

60

100

9.0

108905 46 6.9

471

2.1

0.1

331

0.7 0.0

60 100 24.5

SR2

Panvel-Jite-Thal

60

100

9.0

32425 14 2.0

394

2.5

0.1

21

10.7 0.3

SR4

Panvel-Karjat

60

100

9.0

33281 14 2.1

199

5.0

0.2

33

6.7 0.2

SR5

Panvel-Uran

60

100

9.0

85659 36 5.4

10

100.0

3.0

43

SR6

Kharkopar-Jite (new link)

60

100

9.0

68088 29 4.3

11

95.1

2.9

SR7

Ranjanpada-Kharkopar-Targhar-Seawood (new link)

60

100

9.0

151536 64 9.6

346

2.9

0.1

60

SR8

Thal-Alibag (new link)

60

100

9.0

32425 14 2.0

394

2.5

0.1

SR9

Diva-Panvel

60

100

9.0

63429 27 4.0

61

16.3

0.5

SR10

Thane-Bhiwandi

60

100

9.0

18594

495

2.0

0.1

328

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

8 1.2

5.7 16

5950

2.2 43

60 100 24.5

97

0.0 36

60 100 24.5

1159

0.4 36

5.2 0.2

60 100 24.5

202

0.1 39

60.9 1.8

60 100 24.5

59

0.0 38

3.7 0.1

60 100 24.5

450

0.2 43

21

10.7 0.3

60 100 24.5

97

0.0 36

142

1.6 0.0

60 100 24.5

3565

1.3 39

0.7 0.0

60 100 24.5

629

0.2 35

7-43

TRANSFORM
(2021:2005) 70:30

Average Score

Rank

Cumulative Cost

56

53

50

47

44

50

2194

1711

34

33

32

31

30

32

3905

M17

Mankhurd-Vashi-Narthen Gaon-Kalyan

37.1

6573

32

31

31

31

30

31

10479

M11/M13

Thane-Bhiwandi

15.0

2199

27

29

30

32

33

30

12678

M12

Thane-Ghodbunder-Dahisar

27.2

3182

26

27

28

28

29

28

15860

M4

Charkop-Dahisar

7.5

1035

24

24

24

23

23

24

16895

M8

Hutatma Chowk-Ghatkopar

22.4

10349

25

24

23

22

21

23

27244

M10

Dahisar-Mira Road-Manikpur-Virar

29.9

5618

20

20

20

20

20

20

32862

M6

BKC-Marol Naka via Airport

8.5

3927

20

19

19

18

17

19

36789

M9

Sewri-Prabhadevi

3.5

1617

16

17

18

19

20

18

10

38406

M24

Sewri-Kharkopar

19.7

9633

16

17

18

19

20

18

11

48039

M19

Targhar-Kharkopar-Nhava Sheva-Dronagiri

18.7

2299

17

16

16

16

16

16

12

50337

M18

Vashi-Belapur-New Airport-Panvel

18.8

3525

15

15

16

17

17

16

13

53862

M20

Kharkopar-Dhutum-Pirkone

14.5

2300

14

14

14

14

14

14

14

56163

Phasing

(2021:2005) 60:40

2194

12.4

Length (Kms.)

(2021:2005) 50:50

15.9

Ghatkopar-Mulund

Corridor Description

(2021:2005) 40:60

Andheri (East) - Dahisar (East)

M5

Cost (Rs. Crores)

M7

Sl. No.

(2021:2005) 30:70

Table 7-43: Prioritization of Metro Corridors

II

III

M10

M12
M11/M13
M4
M7
M5

M17

M6
M8

M18

M9
M24

M19
M20

Phase I

Phase II

Phase III

Deferred beyond 2021

Figure 7-23: Prioritization of Metro Corridors

7-44

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
(2021:2005) 40:60

(2021:2005) 50:50

(2021:2005) 60:40

(2021:2005) 70:30

Average Score

Rank

834

43

46

49

51

54

49

834

SR1 Diva-Vasai Road

40.1

2406

43

44

46

47

48

46

3240

SR5 Panvel-Uran

26.9

1614

39

40

42

43

44

42

4854

SR9 Diva-Panvel

26.7

1602

39

39

40

41

41

40

6456

SR6 Kharkopar-Jite (new link)

22.9

1374

38

39

40

41

42

40

7830

SR4 Panvel-Karjat

27.6

1656

36

36

36

36

37

36

9486
9810

Phasing

Corridor Description

Cumulative Cost

(2021:2005) 30:70

SR7 Ranjanpada-Kharkopar-Targhar-Seawood (new link) 13.9

Sl.
No.

Length (Kms.)

Cost (Rs. Crores)

Table 7-44: Prioritization of Sub-urban Corridors

II

SR8 Thal-Alibag (new link)

5.4

324

36

36

36

36

36

36

SR2 Panvel-Jite-Thal

60.9

3655

36

36

36

36

36

36

8 13465 III

SR10 Thane-Bhiwandi

12.5

750

35

35

35

34

34

35

9 14215

SR1

SR10

SR9

SR7

SR5
SR4
SR2

SR6

Phase I
SR8

Phase II

Phase III

Deferred beyond 2021

Figure 7-24: Prioritization of Sub-urban Rail Corridors

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-45

TRANSFORM
7.11.2. PRIORITISATION OF HIGHWAY CORRIDORS
121. Similar to the transit corridors, weights for the travel patterns of horizon year i.e. 2021 travel
demand and travel patterns of base year i.e. 2005 travel demand of highway corridors are being
given. A range of 30% to 70% weights are considered for the former criteria and a range of 70% to
30% weights being considered for the later criteria to study the sensitivity of the ranking.
122. The second level basis in case of prioritization of highway corridors is to give weights for
the quantitative criteria like cost efficiency (cost/km length of the corridor), demand efficiency (total
PCU-km travel on the corridor divided by total length of the corridor in kms), whether the corridor is
proposed for operation of EBL/ Mono Rail, Social Impact (PAPs/km) and Environmental Impact
(Protected Area in sq.mt/km). Under, 2021 travel demand on 2021 transport network, the parameters
considered are cost efficiency, demand efficiency, EBL/ Mono Rail operation, social impact and
environmental impact, the weights given for these criteria are 25%, 45% 10%, 10% and 10%
respectively. Whereas, the parameters considered for 2005 travel demand on 2021 transport
network, only cost efficiency and demand efficiency is being considered with weightage of 35% and
65% respectively. Social and environmental impacts under this case are not considered being
hypothetical situation (Figure 7-25).

Figure 7-25: Concept for Prioritization of Highway Corridors

123. Corridor wise criteria values for prioritisation of highway corridors is presented in Table 7-45
for the case of weightage of 30% and 70% to the 2021 and 2005 travel pattern on 2021 transport
network (30:70). Similar analysis is performed by varying the weights 40:60, 50:50, 60:40 and 70:30.
The scores under each weight combination varied from 0% to 25% ([Max-Min]/average). Hence, the
average score has been considered for ranking of corridors. Once the corridor wise combined score
is established, the corridors are arranged in descending score (prioritization of corridors) and ranking
is given. Ranking of highway corridors is presented in Table 7-46. Cumulative cost is calculated and
shown in the same table. The projects are segregated in to Phase I, Phase II and Phase III
considering 33% of the total cost of highway corridors under each phase. Phasing of highway
corridors are presented in Figure 7-26.
7-46

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
Table 7-45: Corridor wise Criteria for Prioritisation of Highway Corridors (30:70 for 2021 and 2005 Travel Pattern on 2021 network)

Score out of
100

Weighted
Score

Value

Score out of
100

Weighted
Score

Value

MTHL: Kharkopar to Rave (Link overground )

120

15

1.1

16819

55

7.4

0.0

1825

54.8

1.6

449

0.6

0.0

120

15

3.7

90889

35

15.7 28

H5

Inner Ring (Kaman-Bhiwandi Rd.)

18

100

7.5

17434

57

7.7

0.0

8208

12.2

0.4

174

1.6

0.0

18

100

24.5

210836

80

36.4 76

H6

Inner Ring (Bhiwandi Rd-Panvel):

EBL Corridor (2016, 2021, 2031)

18

100

7.5

17434

57

7.7

100

3.0

8208

12.2

0.4

174

1.6

0.0

18

100

24.5

210836

80

36.4 79

H7

Middle Ring (Bhiwandi-Nandivali-Narthen Gaon)

18

100

7.5

15287

50

6.7

0.0

3880

25.8

0.8

152

1.9

0.1

18

100

24.5

74818

28

12.9 52

H8

Middle Ring (Narthen Gaon-Panvel):

EBL Corridor (2016, 2021, 2031)

18

100

7.5

15287

50

6.7

100

3.0

3880

25.8

0.8

152

1.9

0.1

18

100

24.5

74818

28

12.9 55

H9

Outer Ring Road: Khopoli-Jite

18

100

7.5

2226

1.0

0.0

6069

16.5

0.5

100

2.9

0.1

18

100

24.5

30796

12

5.3

38

H10

Radial-1 (NH-8)

18

100

7.5

21993

72

9.7

0.0

13008

7.7

0.2

58

4.9

0.1

18

100

24.5

38847

15

6.7

48

H11

Radial-2 (Part of NH-3)

18

100

7.5

8022

26

3.5

0.0

8550

11.7

0.4

42

6.8

0.2

18

100

24.5

52481

20

9.1

45

H12

Radial-3 (Bhiwandi Bypass)

18

100

7.5

17445

57

7.7

0.0

20948

4.8

0.1

1447

0.2

0.0

18

100

24.5

115319

44

19.9 60

18

100

7.5

17445

57

7.7

100

3.0

20948

4.8

0.1

1447

0.2

0.0

18

100

24.5

115319

44

19.9 63

18

100

7.5

13407

44

5.9

100

3.0

8562

11.7

0.4

363

0.8

0.0

18

100

24.5

90436

34

15.6 57

H13
H14

Radial-3 (Bhiwandi Bypass):

EBL Corridor (2016, 2021, 2031)
Radial-4 (Nahur-Airoli-Nilaje-Badlapur):
EBL Corridor (2016, 2021)

Value

H4

Value

Value

Score out of
100
Weighted
Score
Total Score

Score on Cost
Avg. PCU-km/km
(Rs./ Crore)/km

Weighted
Score

Score on Social
Impact (PAPs)

Score out of
100

Score on
Environmental
Impact
(Protected Area)
Value

Corridor Description

Score on
EBL
Corridor

Avg. PCUkm/km

Score out of
100
Weighted
Score
Value
Score out of
100
Weighted
Score

Sl. No

Score out of
100
Weighted
Score

Score on Cost
(Rs.
Crore)/km

H15

Radial-5 (Chembur-Mankhurd-Vashi-Taloja)

18

100

7.5

15441

50

6.8

0.0

19951

5.0

0.2

1550

0.2

0.0

18

100

24.5

143688

55

24.8 64

H16

Radial-6 (Vashi-Belapur-Kalamboli)

18

100

7.5

12094

39

5.3

0.0

1518

65.9

2.0

816

0.4

0.0

18

100

24.5

108194

41

18.7 56

H17

Radial-7 (Uran-Pen)

18

100

7.5

3069

10

1.4

0.0

9410

10.6

0.3

100.0

3.0

18

100

24.5

3578

0.6

34

H18

Radial-8 (New Airport-Nhava-Uran-Rewas)

18

100

7.5

4469

15

2.0

0.0

1000

100.0

3.0

69

4.1

0.1

18

100

24.5

44295

17

7.7

42

18

100

7.5

26209

85

11.5

0.0

41003

2.4

0.1

871

0.3

0.0

18

100

24.5

131528

50

22.7 66

240

0.6

23965

78

10.5

0.0

26842

3.7

0.1

1243

0.2

0.0

240

1.8

263373 100 45.5 58

78

H19
H20 & H21

Thane-Ghodbunder Road:
EBL Corridor (2016)
Western Sea Link North Extn (Bandra - Dahisar - Virar):
EBL Corridor (2016)

H22

Western Sea Link South Extn (Worli to Haji Ali)

240

0.6

23965

10.5

0.0

8870

11.3

0.3

620

0.5

0.0

240

1.8

2056

0.4

H23

Ghatkopar - Koparkairane Creek Bridge

90

20

1.5

30667 100 13.5

0.0

43704

2.3

0.1

372

0.8

0.0

90

20

4.9

217347

83

37.5 57

H24

Mumbai- Sawantwadi Expressway

22

83

6.2

4823

0.0

8870

11.3

0.3

12

23.5

0.7

22

83

20.4

9385

1.6

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

16

2.1

13

30

7-47

TRANSFORM
Cost (Rs. Crores)

(2021:2005) 30:70

(2021:2005) 40:60

(2021:2005) 50:50

(2021:2005) 60:40

(2021:2005) 70:30

Average Score

Priority

Cumulative Cost

Inner Ring (Bhiwandi Rd-Panvel): EBL Corridor (2016, 2021, 2031)

34.0

612

79

76

74

71

69

74

612

H5

Inner Ring (Kaman-Bhiwandi Rd.)

22.0

396

76

72

69

65

62

69

1008

H19

Thane-Ghodbunder Road: EBL Corridor (2016)

16.0

289

66

66

65

65

65

65

1296

H13

Radial-3 (Bhiwandi Bypass): EBL Corridor (2016, 2021, 2031)

9.0

162

63

62

62

62

61

62

1458

H15

Radial-5 (Chembur-Mankhurd-Vashi-Taloja)

26.0

468

64

61

59

57

54

59

1926

H12

Radial-3 (Bhiwandi Bypass)

14.0

253

60

58

57

56

54

57

2179

H14

Radial-4 (Nahur-Airoli-Nilaje-Badlapur): EBL Corridor (2016, 2021)

33.8

608

57

56

56

56

55

56

2787

H8

Middle Ring (Narthen Gaon-Panvel): EBL Corridor (2016, 2021, 2031)

35.5

639

55

55

55

56

56

55

3426

H23

Ghatkopar - Koparkairane Creek Bridge

8.9

801

57

56

55

54

53

55

4227

H20-A

Western Sea Link North Extn. (Bandra - Versova): EBL Corridor (2016)

13.0

2640

58

55

52

49

46

52

10

6867

H20-B

Western Sea Link North Extn. (Versova - Dahisar): EBL Corridor (2016)

21.0

3600

58

55

52

49

46

52

11

10467

H21

Western Sea Link North Extn. (Dahisar - Virar): EBL Corridor (2016)

30.0

9120

58

55

52

49

46

52

12

19587

H16

Radial-6 (Vashi-Belapur-Kalamboli)

14.9

268

56

54

52

50

48

52

13

19855

H10

Radial-1 (NH-8)

26.0

467

48

50

51

52

53

51

14

20322

H7

Middle Ring (Bhiwandi-Nandivali-Narthen Gaon)

18.6

335

52

51

50

50

49

50

15

20657

H11

Radial-2 (Part of NH-3)

36.4

655

45

43

42

41

40

42

16

21312

H18

Radial-8 (New Airport-Nhava-Uran-Rewas)

22.2

399

42

40

39

37

36

39

17

21711

Sl. No.

H6

Corridor Description

H9

Outer Ring Road: Khopoli-Jite

14.8

266

38

37

35

34

33

35

18

21977

H17

Radial-7 (Uran-Pen)

22.3

401

34

33

33

32

31

33

19

22379

H24

Mumbai- Sawantwadi Expressway

21.2

458

30

30

30

29

29

30

20

22836

H4

MTHL: Kharkopar to Rave (Link overground )

17.9

2142

28

28

28

28

28

28

21

24979

7-48

Phasing

Length (Kms.)

Table 7-46: Prioritisation of Highway Corridors

II

III

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM

Figure 7-26: Prioritisation of Highway Corridors

7.12. ECONOMIC ANALYSIS

124. The economic analysis of the transport plan for the whole MMR is undertaken as one project
for each of the three transport strategies. The inputs and assumptions considered for economic
analysis are already presented in the section 6.17 of Chapter 6. However, for medium term, the
analysis period has been taken as 2009 to 2021. The EIRR and NPV for the medium term
transportation plan are estimated and presented in the Table 7-47 below.
MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-49

TRANSFORM
Table 7-47: Results of the Alternative Transport Strategies in Medium Term
Transport Strategy
P2E2
P3E3
P3E4

EIRR (%)
31.31
36.90
46.47

NPV (Mill Rs)

733,373
1,021,008
1,584,465

125.
In terms of benefits, transport strategy P3E4 has emerged as the best. But in terms of a
realistic scenario, it is P3E3 which needs to be considered for further analysis.
7.12.1. SENSITIVITY A NALYSIS
126. A sensitivity analysis on the transport strategy P3E3 is being performed for the cases stated
below:
(a)
(b)
(c)
(d)

Increase in project cost

Reduction in project benefits
Fall in trip production by 20%
Increase in trip production by 20%

127.

The results of all the cases are presented in Table 7-48.

Table 7-48: Results under Sensitivity Analysis for P3E3 in Medium Term
Sensitivity Parameter
Base Case
20% increase in cost
20% reduced benefit
20% fall in traffic
20% increase in traffic

EIRR (%)
36.90
30.61
27.97
24.86
47.52

NPV (Mill Rs)

1,021,008
850,980
589,687
457,218
1,845,918

7.13. RECOMMENDED MEDIUM TERM TRANSPORTATION STRATEGY FOR MMR

128. The scale of planning, institution and investments required for implementation of short term,
medium term and long term transport plans are different. An indicator of the magnitude is the overall
increase in travel demand, compared to base year (2005) that is summarized below:
(a) By 2016 50% above the 2005 travel demands
(b) By 2021 70% above the 2005 travel demands
(c) By 2031 110% above the 2005 travel demands

129. Since transport projects typically have a utility of 50-75 years, the overall policies and
strategies evolved for long term transportation plans for MMR have been kept in mind while
developing the short and medium term transportation strategies. In addition the extent of the short
term investment has to address both the huge existing supply deficiency and the growth expected to
2016. Consequently although between 2005 and 2016 about 40% of the 2031population growth is
expected to occur the estimated transport infrastructure requirements by 2016 is 65% of the total
2005-2031 investment.
130. For implementation of short term transportation plans, the existing institution and investment
options are prima facie insufficient as already there is a huge backlog of transport supply. However,
with active participation of public and private organisation in development of transport infrastructure
in MMR the trend can be reversed. The medium term transportation plans more or less need similar
kind of transportation strategies as that of long term transportation strategies. The horizon year
considered for short-term and medium term transportation strategy for MMR is 2016 and 2021
respectively. Preliminary ideas on short and medium term transport strategies and plans are
discussed in the following sections.
131.
(a)

The focus of short & medium term transportation strategy is mainly on the following:

Enhancing the capacity of the public transport system by providing alternative high capacity public transport
systems (suburban rail, metro, exclusive bus lane systems);

7-50

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

TRANSFORM
Enhancing all mode connectivity between the major commercial centres (Island City, Bandra Kurla Complex in
Greater Mumbai and CBD Belapur in Navi Mumbai) with the major residential areas (Borivali, Vasai/Virar, Thane,
Kalyan, Panvel, etc.);
(c) All mode improvements and new links to support and promote the development in greenfield areas e.g. Kalyan
South, SEZ areas in Navi Mumbai, Vasai/ Virar area, etc. and major terminal locations including proposed
International Airport in Navi Mumbai, proposed Inter-State bus terminals, proposed Inter-City rail terminals, etc.);
(d) Develop multi-modal transport systems and alternate routes to enhance the corridor capacity and redistribute the
flows to provide more number of route choices to meet travel needs and to overcome existing bottlenecks; and
(e) To provide appropriate budgets to address the growing needs for traffic and right-of-way management through
traffic engineering and enforcement measures.
(b)

132. The proposed capacity and safety improvements under short and medium term
transportation strategy are addressed through the following measures:
Capacity & Safety Enhancement Measures:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)

Maintain high priority for implementation of suburban rail improvements including station modernization;
Widening of roads to meet traffic requirements;
Strengthening of roads and removal of right-of-way encroachments to fully utilize the traffic carrying capacity of
regionally significant roads and provide safe and unrestricted public footpaths;
Improve overall network continuity by removing bottlenecks or constructing a missing system links;
Intersection improvements and traffic signal installations including modern corridor traffic control systems;
Grade separation of major intersections where at-grade improvements would be inadequate;
At-grade and grade separated pedestrian facilities particularly in the vicinity of rail stations and transport
terminals;
Provision of protected raised footpath facilities on either side existing major road corridors;
Full grade separated railway crossings for vehicular traffic (ROBs/ RUBs); and
Grade separated crossings for pedestrian traffic (FOBs/ Subways) to minimize pedestrian trespassing across rail
corridors or at high intensity pedestrian corridors and major roads.

Development of New Transport Corridors and Terminals

Development of new metro transit and suburban rail corridors, exclusive bus lanes in accordance with
recommended 2016 and 2021 plans;
(b) Providing access controlled highways and multi-modal corridors to improve network for mobility across the subregions;
(c) Recognize the need to build new transport corridors across existing water bodies or beneath existing hill ranges
to overcome the significant spatial and topographical constraints of the MMR. Such corridors to be designed to
minimize any environmental impacts; and
(d) Providing new bus, rail and truck terminals.
(a)

Traffic Management Measures

Public transport (bus) priority, optimisation of traffic signals (i.e. coordination of traffic signals), installation of
traffic actuated signals, etc. to improve traffic system capacity, quality and safety;
(b) Demand management measures (parking controls) to secure maximum social value from network use; and
(c) Improving the enforcement efficiency and incident management capability.
(a)

Station Area Traffic Improvement Measures

Improving the access to the sub-urban railway stations;
(b) Enhancing the parking facilities;
(c) Providing pedestrian walkways; and
(d) Improving the pedestrian circulation and free-flow within the station area by providing additional FOBs.
(a)

133. Right-of-way (ROW) costs can be substantial proportion of the total project cost. With
increasing real estate values, these costs will continue to increase. Hence, the process of ROW
acquisition for all the identified corridors proposed under Long Term Strategy should be initiated and
acquired in a phased manner on priority basis.

MEDIUM AND SHORT TERM TRANSPORTATION STRATEGIES

7-51

8.

PLAN FINANCING OPTIONS

Indian economy is slated to grow between 8% - 9% p.a. (11th FYP). In that context, MMR economy will have to grow
at 12% p.a.and for that transport infrastructure is critical. The transportation plan evolved for the region considers
both the current backlog and future growth. The size and components of plan are very large, demanding a re-thinking
of the way in way in which such lans could be finanaced. Assessed capital investment needs are to the tune of INR
2,000 billion. This size of infrastructure investment amounts to 5 to 8% of regional GDP. This is an indication of the
fact that scale of investment is feasible. However, this raises two major concerns - first where will the investment
funding come from, secondly can the present institutional arrangements in the MMR manage and sustain such a large
investment program which far exceeds historical levels. This chapter dwells on the financing options and Chapter 9
deals with the institutional arrangement. If the resources are not planned secured and allocated properly or if the right
kind of institutional arrangements are not put in place, this may prejudice the proposed

8.1.

FINANCING NEEDS FOR IMPLEMENTATION OF

1.
recommendations as described in earlier chapters comprise short, medium
and long term strategies. The strategies are for one of the biggest regions of the world. Plan period is
of 25 years i.e. up to 2031. The plan evolved is resilient to potentially different futures. Hence, the
plan is large and investments needed are massive. The cumulative investment requirements are
(a) for short term (up to 2016) about INR 1,340 billion; (b) for medium term (up to 2021) about INR
1,640 billion and (c) for the long term (up to 2031) about INR 2,080 billion. Component wise details
are presented in Table 8-1. This means for full implementation of
recommendations,
about INR 2,080 billion are needed. The noteworty fact is that short term needs are 65% of total
investments. Additionally, INR 300 billion are needed during 2016-21. This is on due to serious
deficiencies to meet current demand.
Table 8-1: Component wise Cumulative Investment Requirements
Cumulatie Investment Requirement
(INR million)
Up to 2016 Up to 2021 Up to 2031
Metro System
609,020 8,370,000
1,083,730
Sub-Urban Railway System
283,620
291,130
314,180
Highway System
192,970
302,760
346,950
Highway Corridors with EBL
114,230
20,210
16,950
Arterial Corridors and Traffic Management Measures
115,130
145,600
239,750
Bus System
11,040
21,500
42,800
Passenger Water Transport
4,800
4,800
4,800
Truck Terminals, Inter-Bus and Rail Terminals
11,260
20,380
30,400
Total
1,342,080 1,643,380
2,079,560

Agency Responsible

Component

MMRDA/MSRDC
MRVC/ Indian Railways
MMRDA/ MSRDC
MMRDA/ MSRDC/ ULBs
ULBs
Public Transport Undertakings of MMR
MMRDA/ MSRDC
MMRDA

2.
On an average, about INR 90,000 million per annum during the period 2008-2031 is required
for implementation of
recommendations. Study of investments made by ULBs in
MMR during 2003-06 (Table 8-2) reveals that, about INR 6,800 million per annum is spent on
transport infrastructure. This is about 9% of the total expenditure made by the ULBs. Compared to
the needs presented in the above table this works out to only 7.6% of the needs. The emphasis in
this cahpter is therefore on mobilising resources for regional level transport infrastructure.
3.
Subsatntial increase in current levels of investments is imperative. In order to identify the
methods of bridging the gap, inrenational experience of financing urban transport infrastructure is
reviwed and presented in the following sections.

PLAN FINANCING OPTIONS

8-1

TRANSFORM
Table 8-2: Investments Made by ULBs in MMR on Multi-Sectoral Municipal Infrastructure (in lakhs)
ULB Name
MCGM
TMC
NMMC
KDMC
MBMC
BNMC
UMC
Ambernath
Nalasopara
Navgarh-Manikpur
Panvel
Uran
Vasai
Virar
Badlapur
Total

8.2.

2003-04
Total
Transport
44817
3453
3696
800
2844
353
1764
211
976
247
1190
121
936
95
270
49
126
21
143
12
152
15
50
2
46
8
131
9
165
57
57307
5451

2004-05
Total
Transport
48871
3473
3967
715
3095
374
2915
232
1238
333
1400
121
946
97
298
52
109
15
196
28
148
16
49
2
64
10
164
14
159
39
63618
5520

2005-06
Total
Transport
58835
4335
4901
973
3750
366
1790
282
1673
341
1751
290
979
93
292
43
187
18
231
13
363
35
65
3
86
17
257
13
174
38
75333
6859

INTERNATIONAL EXPERIENCES ON FINANCING

4.
Institutional framework, plays a major role in formulating mobilization strategy. If an agency is
beholden to a strong, revenue rich senior government, the financing freedom of the agency is
typically limited. However, in an age of smaller governments downlsizing of services is given more
emphasis. Transport authorities are under pressure to fend for themselves. This led to authorities
having to seek innovative funding strategies.
8.2.1. US (C ALIFORNIA)
5.
In North America, California has the reputation as being the trend setter state. But it also
boasts of having the most congested road network in the world. In January 2007, the Legislative
Analysts Office produced a report detailing the financing of transportation in the State. It traces the
paths between where the money came from and where it is spent. As such it provides a useful
resource mobilization benchmark for Mumbai.

8-2

PLAN FINANCING OPTIONS

TRANSFORM
Dependency on Gasoline Taxes:
6.
More than 75% of the States transportation funding of US$ 6.1 billion is derived from taxes
on gasoline. California is no exception to the normal rule1 having what is perceived as very high tax
on gasoline. But compared to Europe fuel prices are moderate in the USA. Gasoline is a prime tax2
generating commodity as illustrated by price comparison of gasoline in some of the major cities of
the world shown in Table 8-3.
Table 8-3: Price Comparison of Gasoline Some of the Major Cities of the World
Amsterdam
Paris
London
Mumbai
Tokyo
Taiwan
California
Johannesburg
Kuwait
Caracas

US$ gallon
6.48
5.54
5.79
4.93
4.24
2.74
3.09
2.62
0.68
0.12

INR/litre
68.4
58.4
61.1
50.0
44.7
29.9
32.6
27.6
0.2
1.3

7.
In USA, there is a well understood transfer of fuel taxes to those agencies responsible for
providing transportation. Further the State component of the fuel tax is twice the Federal tax. In
Canada, following protracted negotiations between the Federal (Centre), Provincial (State) and
Municipal governments, the Federal Govt. had finally agreed to progressively transfer some of the
fuel tax revenues to the municipal agencies responsible for transportation. For simplicity, rather than
need, the redistribution was based on a population basis with an agreed prioritization of allocations to
public transport.
8.
Fuel taxes or cess is probably the easiest revenue collection mechanism. Clear procedures
are in place to properly allocate the States share of fuel taxes from gross taxes collected by the
Federal government.
Other Source of Funds in California:
9.
In California the sources of the US$ 20 billion spent on transportation is derived as follows.
Local funding accounts for almost one-half of ongoing spending on transportation
(a) 23% Federal Government;
(b) 30 % State Government; and
(c) 47% Local Governments.

10.
The allocations of the gasoline and diesel sales taxes are shown in Figure 8-1 and show how
government is providing transparent information to the tax paying public. This is absolutely
necessary in California because many taxing proposals are subject to public vote approvals or
propositions at election time.

It is reported that 32% of the petrol price in Mumbai is in various forms of taxes all of which flows to the Central Government. Road
cess on diesel and petrol is currently Rs 2 per litre or 4% of the pump price. At the present level, the Central Government is reported
to collect around INR 120 billion (US$ 3 billion) annually from fuel cess. If the total 32% of pump price is taxes this would
approximate to INR 960 billion (US$ 24 billion) annually.
2
A resource mobilization policy issue for Mumbai is whether a part of the Centre fuel tax revenues should be clearly dedicated to
the MMR or should the State or the a Regional Transport Authority have legislated powers to impose fuel cess. Some may argue
that taxation on fuel is unacceptably high and any further increases would be intolerable. This might support the contention that there
should be a redistribution of tax revenues to transportation providers.

PLAN FINANCING OPTIONS

8-3

TRANSFORM

Figure 8-1: Allocations of California Fuel Sales Tax Revenues

11.
About 48% of local transport revenues derived from sales taxes is very significant and
illustrates a potential source for Mumbai (Figure 8-2). While it is not truly reflective of a user pay
principle it is a community pay principle collected locally and spent locally.

Figure 8-2: Distribution of Local Transport Revenues in California

8.2.2. UK (LONDON)
12.

The Future of Transportation - Network for 2030:

13.
This document prepared by Department for Transport UK in July 2004 provides a blueprint
for transportation investment for the whole of the country and shows how the senior level of
government can respond to an acknowledged historical under-funding of transport.

8-4

PLAN FINANCING OPTIONS

TRANSFORM
Good transport is essential for a successful economy and society. It provides access to
jobs, services and schools, gets goods to the shops and allows us to make the most of our
free time. Yet our transport system has suffered from decades of under-investment. We are
working hard to reverse this damage and to deliver the environmentally sustainable, reliable
and safe transport system this country needs.
This document sets out our vision for transport for the next 30 years with a funding
commitment, at record levels, until 2015. The challenge we are setting ourselves is a tough
one, but we will move even further and faster if we can.
There is no quick fix to Britains transport challenges. The long-term solution lies in the
sustained programme of investment and innovation started under this administration and
the courage to continue to take difficult decisions. That is what this strategy sets out.
Abstract from foreword by Tony Blair Prime Minister

14.
This is the framework, within which the Greater London Authority (GLA) and Transport for
London (TfL), are planning and operating. The funding commitments in the document are critical to
the GLA, since a very large component of both the capital and operating budgets are funded by the
Central Government and the Mayor of London has made it very clear that the GLA transport
programs are totally dependent on the multi-year financial support from Westminster.

Figure 8-3: Transport Spending 1994-2015 - The Future of Transportation - Network for 2030

15.
Table 8-4 and Table 8-5 show the operating budgets for Transport for London and the budget
requirements for the GLA. The specific grant requirements for TfL are in excess of 2,000 million and
it is believed this is largely funded by the Central Government. This represents 44% of TfL operating
costs.

PLAN FINANCING OPTIONS

8-5

TRANSFORM
Table 8-4: Transport for London Budget
Service Analysis
Underground traffic income
Bus network income
Congestion charging income
Other income
Sub total

Budget 2005-06
Forecast 2005-06
m
m
-1,255
-1,285
-941
-941
-216
-229
-407
-356
-2,819
-2,811

Operating costs
London Underground
Surface Transport
London Rail
Corporate Directorates
Over-programming*
Sub total
Net capital expenditure
London Underground
Surface Transport
London Rail
Corporate Directorates
Over-programming
Sub total
Debt servicing
Contingency
Net services expenditure
Movements in working capital
Transfer to/from reserves
Specific grants
Prudential borrowing
Budget requirement

Budget 2006-07
m
-1,340
-1,004
-219
-383
-2,946

2,518
2,117
117
209
-20
4,941

2,501
2,108
128
180
4,917

2,695
2,230
112
158
-9
5,186

221
426
93
87
-140
687
56
26
2,891
8
-168
-2,161
-550
20

198
309
84
59
-5
645
10
2,761
100
-130
-2,161
-550
20

195
376
198
51
-158
662
85
26
3,013
38
-52
-2,383
-604
12

Table 8-5: GLA Group Budget Requirements

Metropolitan Police Authority

London Fire and Emergency Planning Authority
Transport for London
Greater London Authority
London Development Agency
Total Other Services
Total GLA Group

8.3.

Gross
Specific Other
Net
Budget
Reserves
expenditure grants income expenditure
Require-ment
m
m
m
m
m
m
3,267.0
-425.7
-391.6
2,449.7
-24.0
2,425.7
379.5
431.2
-9.6
-17.5
404.1
-24.6
5,393.0 -2,383.0 -2,946.0
64.0
-52.0
12.0
122.5
130.3
-2.2
-10.2
117.9
4.6
Nil
422.5
-422.5
6,377.0 -2,817.3 -2973.7
586.0
-72.0
514.0
9,644.0 -3,243.0 -3,365.3
3,035.7
-96.0
2,939.7

POTENTIAL AVENUES FOR FINANCING

8.3.1. SOME INTERNATIONAL EXAMPLES

16.
Resource mobilisation practices3 are to be followed with rigour along with institutional
reforms/arrangements, for the successful implementation of urban/regional transportation
strategy/plans/projects. There are risks and opportunities in financing urban transport projects as
demonstrated by some of the following examples:
(a)
(b)
(c)

In Hong Kong, the advertising revenues on the metro system are reported to be higher than the fare box
revenues;
In Toronto, all capital costs for transit and roads are paid by government. The operating cost recovery on public
transit is 80%, the highest in North America;
In London, with one of the highest transit fares in the world, transit operating revenue is only 57% of operating
cost. In 2005 London collected over 220 millions from congestion charges in central London but spent 120
millions in collecting it;

Resource mobilisation practices are similar to the institutional arrangements for regional transport with each region having a tailor
made strategy.

8-6

PLAN FINANCING OPTIONS

TRANSFORM
(d)
(e)

In New York, transit operating cost recoveries have declined from 60% to 40% over the last 10 years; and
In the USA as a whole 80% of federal transit financing is derived from fuel cess, at the state level fuel and sale
taxes represent 18% of transit funding and at the local level 41% comes from sales taxes.

17.
Kuala Lumpur had a difficult experience with privatization of public transport. Many of the rail
transit lines were built as PPPs4 but following the currency crisis in 1997/1998 the government had to
assume ownership and restructured a large part of the transit network operations.
18.
A critical strategy for long-term urban transportation is that the implementing agencies must
be able to secure funding from a variety of sources and should not be restricted in doing so by
existing practices. This may require changes in legislations to permit these agencies to expand their
fiscal horizons and senior levels of government should take steps to facilitate this process.
8.3.2. MMR - BUSINESS PLAN PERSPECTIVE
19.
Concurrently with
a Business Plan for MMR was prepared. This inter alia
estimated investment requirements of all the infrastructure and proposed a financing plan. Following
paragraphs (19 to 43) reproduce the main proposals of the Business Plan. The capital investment
needs identified in the Business Plan for MMR 5 are recommended to be funded through a
combination of private capital, GOI and GOM contributions, loans and development charges.
However extensive reforms, forceful and timely implementation are required to achieve the funding
targets since the magnitude of investment presents a major institutional challenge for all the public
sector entities involved.
20.
National infrastructure would be financed by national government agencies through
budgetary resources or by attracting private investments as in case of Rewas Aware Port or Airport.
ULBs have distinct powers of taxation and levy of user fees for financing local infrastructure, and
have access to some intergovernmental transfer of funds. However, for metropolitan investment
there are no established financing patterns though some budgetary support could be explored and
private investment in PPP format may have to be vigorously pursued as in case of VersovaGhatkopar MRT Corridor.
Box 8-1: Business Plan for Mumbai Metropolitan Region Draft Final Report (August 2007)
During the
process and following discussions between the MMRDA and the World Bank it was
agreed that a broader based Business Plan should be prepared for other sectors of service delivery in the MMR to
be done in parallel and in unison with. Business Plan, Draft Final Report, includes a milti-sector Resource
Mobilization & Financial Plan for 2021. A preliminary schedule of regional transit and road projects to the year
2021, together with related costs determined under
, was provided to the Consulting Team
undertaking the Business Plan. These transportation costs represent some 70% of the total infrastructure financial
requirements. Since the Business Plan draft final report is a separate document, but provides a very important
context for
, Chapter 6 is replicated herein recognizing that the report has not been finalized and
could be subject to change. In addition to this, this is being presented here for one to have feel for a
comprehensive outlook. Transportation sector, though very important and pivotal for the mobility of people, per se
cannot be thought of in isolation as governments at all levels have competing multi sector needs to be met with in
terms of resource mobilization. It is therefore important to have broader perspective of the extent of the needs of
region which the Business Plan for MMR dealt with.

4
In Mumbai, the first foray into implementing metro as a PPP undertaking, has demonstrated that the private sector is willing to
share both the capital and operating risks of a transit project. This arrangement is a trend setting partnership concept for rail transit
India.
5
. Business Plan for MMR 2021 is prepared by the team of LEA International Ltd and LEA Associates South Asia Pvt Ltd.

PLAN FINANCING OPTIONS

8-7

TRANSFORM
21.
As part of the rapid appraisal of the financing needs and capacities, assessment carried out
for ULBs, is to identify potential sources of finance for the metropolitan infrastructure requirements
and augmenting finances of ULBs to meet financing targets proposed.
22.
The financing plan assumes that certain fundamental principles will form the basis of the
required reforms. These principles are as follows:

User Charges;
Local Taxes (Property and Octroi);
Development Charges;
Land Leasing;
Grants;
Private Sector Participation (PPP); and

23.
Adoption of the above principles, particularly on user charges or tariffs, is critical to the
provision of sufficient funding for the business plan proposals.
8.3.2.1. RESOURCE MOBILISATION- REGIONAL INFRASTRUCTURE
24.
As regard to regional infrastructure, assuming a regional authority manages these services,
the annual burden will be of the order of INR 110 billion6. There are a variety of sector specific
options. While the regional roads component can be financed to a large extent based on levies on
fuel, as being adopted by the National Highway Authority of India (NHAI) through a dedicated road
fund, the other components such as regional water sources or transit network have a larger set of
beneficiaries and may have to be financed by mechanisms such as development charges.
(A) DEVELOPMENT CHARGES
25.
The idea of development charges needs to be seen as a part of the larger genre of taxes and
charges related to real estate. They can be designed: (a) to capture the land value gains on account
of infrastructure (called betterment or land value increment tax (LVIT)); (b) to recover the cost of
infrastructure required to be provided for servicing new growth (impact fees); and (c) as a tax levied
on value of all new construction as a benefit tax. All three are distinct from the property tax in that
they are one-time taxes (though recovered over a period of time in some cases). The
appropriateness of these for MMR is discussed in the following section.
(B) BETTERMENT LEVY
26.
The notion that unearned income accrues to land owners on account of provision of
infrastructure and such unearned income must be recouped deeply routed in Indian planning and
legislative thinking. It is one of the fundamental premises of TP Schemes provided for in the Town
Planning Act.
27.
More specific provisions are included in the MMRDA Act 1974 enabling MMRDA to levy a
betterment charge in respect of the increase in value of land resulting from execution of development
project of scheme by MMRDA (Section 26). The betterment charge can be levied up to 50% of the
increase in land value alone on completion of development estimated as if land were clear of
buildings

This amount excludes the power sector investment.

8-8

PLAN FINANCING OPTIONS

TRANSFORM
28.
Similar provisions exist in BMC Act in case of redevelopment schemes and also in Highway
Act. However, betterment levies have not been used in the recent past. This could be on account of
the following difficulties:
Measurement: It is difficult to conclusively measure the land value gain that is attributable to
infrastructure particularly when real estate market is generally rising as of now or generally falling
as in 1995.
Event of Levy: Even if land value increase is recognized, land owners argue it is notional till
transaction takes place. However, levying charge at the time of transaction reduces the utility of the
charge as a financing instrument.
(C) IMPACT FEES
29.
The practice of financing capital improvement prevalent in US cities till 1980s was to raise
capital resources through municipal bonds - revenue and general obligation and service the bonds
through property tax and user fees. During 1980s, however, state and federal assistance to cities
reduced while some cities were expanding rapidly. Following the then prevailing practice meant
existing population would have to pay higher taxes to pay for new growth. This was naturally resisted
and notion that growth should help for itself became stronger. State legislation enabling charging
impact fees for financing off-site infrastructure was enacted first in California and Florida and then
followed by many states.
30.
US Courts have held rational nexus between the cost of providing infrastructure and the
fees charged as the cardinal principle of judging the legal validity of impact fees7. Although this type
of development charges have now been well established in US and in Ontraio, Canada their
adoption in MMR has several limitations.
(a) The principle growth pays for itself implies that impact fees do not cover the cost of augmenting existing
infrastructure necessary to clear the backlog. However in case of MMR in the absence of a practice of preparing
capital improvement plans it is difficult to differentiate or even allocate the cost between the two types of
developments. The US legislation highlights the critical role of capital improvement plan in devising Impact Fee
regime;
(b) The requirement of upgrading existing infrastructure (like old water mains in Greater Mumbai) and creating new
infrastructure for existing development (like sewerage in most ULBs) is so large that Impact Fees that help
growth pay for itself would not be adequate; and
(c) The requirement of preparing capital improvement plans as the basis of Impact Fees design and then using them
as the basis of convincing the tax payers and then withstanding the judicial scrutiny would make the system

administratively complex.
31.

This practice has great relevance to Mumbai and Mumbai Region.

(D)DEVELOPMENT C HARGE LINKED TO AREA OF NEW DEVELOPMENT

32.
Realizing the necessity of augmenting financial resources of ULBs for implementing the
development plans (including provision of infrastructure) Government of Maharashtra in 1992
amended the MR&TP Act 1966 to provide for Levy, Assessment and Recovery of Development
Charge8. The development charge according to these provisions is related to the area of land and
buildings, minimum and maximum rates of development charge per sq.m. are laid down separately
for Greater Mumbai, other municipal corporations and municipal councils and it is stipulated that the
development charge is recoverable in installments from grant of Commencement Certificate to
completion of development.

7
8

Development Exactions: Process and Planning Issues by Jennifer Evans-Cowley, Lincoln Institute of Land Policy, 2006
Chapter VI-A of MR&TP Act, 1966.

PLAN FINANCING OPTIONS

8-9

TRANSFORM
33.
Development Charge as provided for in the MR & TP Act 1966 has severe limitations as a
resource mobilization measure in MMR.
(a) The rates prescribed for Greater Mumbai are minimum-INR 140 and maximum INR 350 per sq.m. of land and
building where FSI is 1 (currently applicable rate is INR 175). In case of other Municipal Corporations the
corresponding rates are INR 60 and INR 120. After 15 years of initial prescription, these rates appear to be
extremely low both compared to current property prices and resource requirements for infrastructure provision.
Considering an average property price of INR 40,000 per sq.m. in Greater Mumbai the development charge may
account for only 0.44% and for average price of INR 15,000 per sq.m. in other corporations the rate of
development charge turns out to be only 0.4%;
(b) On account of fixed rates the development charge revenues have not been buoyant;
(c) The Act requires the proceeds of Development Charge are credited to a separate Development Fund and the
fund is applied for providing public amenities and maintenance and improvement of the area. In spite of such
provisions hardly any ULB in MMR has maintained a separate Development Fund. Moreover, unlike the Impact
Fees the application of fund covers maintenance and improvement as well. This dilutes the use of Development
Charge as a source for expanding infrastructure services; and
(d) There is no provision for sharing the proceeds with other agencies for provision regional infrastructure.

(E)DEVELOPMENT CHARGE BASED ON VALUE OF NEW PROPERTY

34.
Despite the limitations of development charge based on area of development mentioned
above, the basic advantage is the administrative ease. By linking the development charge to the
property value as determined for the levy of stamp duty in the ready reckoner, the administrative
ease could be retained at the same time buoyancy of revenue could also be achieved. To introduce
value based development charge and take care of some of the other limitations of the present
system, following amendments to present provisions may be necessary:
(a) Substitute value of the property as decided in the ready reckoner for Stamp Duty in place of area of
development; and
(b) In case of ULBs and Planning Authorities operating in MMR, make a provision that 60 % of the annual proceeds
of the development charge be credited to the MMRD Fund established and operated by the MMRDA.

35.
Ensure that the Development Fund is used only for capital expenditure as proposed in the
CIP and not for maintenance of facilities.
(F)SUMMARY OF DEVELOPMENT CHARGE OPTIONS
36.
Various methods of resource mobilization through real estate development described above
and their strengths and weaknesses are summarized in Table 8-6.
Table 8-6: Various Methods of Resource Mobilisation Measures
Measures

Area based development

Value based
charge
development charge
Provided for in MMRDA New legislative provisions Provided for in MR&TP
Can be introduced by
Act, 1974; but generally would be necessary.
Act, 1966
through suitable
Legal feasibility
not available to ULBs
amendments to MR&TP
Act, 1966
Increase in land value
Cost of providing
Area of land and buildings Value of property at the
Tax base
attributable to provision infrastructure to new
in different uses.
time of completion of
of infrastructure.
development.
development.
Difficult to measure the In the absence of a well- Administratively the least Valuation of properties
tax base. Likely to be
established practice of
complex as area of land
could have been a
contested by owners not preparing and publicly
and construction can be
problem but due
transacting property.
adopting Capital
indisputably determined
existence of well-settled
Improvement Plans, it
while granting building
practice of preparing
Administrative complexity
would be administratively permission.
ready reckoner for Stamp
complex to establish
Duty purposes, the
rational nexus between
complexity could be
the cost and new
minimized.
development.
Revenue potential is
Limited to cost of
Due to difficulties of
Buoyancy is reasonably
limited to 50% of the
development, but recovery periodic adjustment of rate assured as property
Revenue potential
betterment.
depends upon rate of new the revenue cannot keep value is the base.
development.
pace with inflation.
Source: Compiled

8-10

Betterment Charge

Impact Fees

PLAN FINANCING OPTIONS

TRANSFORM
37.
It would be seen from the above summary that in the prevailing circumstances in MMR using
development charges linked to the value of property appear to be the most promising avenue of
additional resource mobilization. The most serious objections to introduction of such development
charges could be;
(a) The high Stamp Duty rate of nearly 10% of transaction cost was seen as an hindrance to housing market and
has now been reduced to 3 to 5%. Adding development charge would be resisted a backdoor entry of higher
stamp duty. This will have to be contested by explaining that stamp duty is a transaction tax levied on every
transaction, whereas development charge is a one time tax levied for financing infrastructure development. It is
thus a benefit tax with a transparent use of tax proceeds for development that would benefit the taxpayer; and
(b) The burden of development charge will be passed on to the final consumer thereby increasing the housing
prices, which are already unaffordable. The verdict on incidence of development charges in not very clear. The
incidence of exactions could fall upon the landowner, developer, or home buyer. In a tight housing market, the
developer would pass the cost on to the builder and then on to the home buyer. In an over supplied market, the
developer would pass the exaction back to the raw land owner through a lower purchase price. In an in between
9
market, the developer would absorb the cost of the exaction. In the present situation of MMR real estate market
it is likely that the burden will be passed on to the final purchaser. But with the reforms proposed elsewhere in the
report the incidence of development charge should begin to be on raw landowners or the developers.

(G)PRIVATE INVESTMENT OPTIONS

38.
Ministry of Finance, Department of Economic Affairs, GOI promotes public private
partnerships in infrastructure. In order to guide formulation and implementation of PPP projects, DEA
has formulated a number of guidelines. Important amongst these are:
(a) Guidelines for financial support to PPP in infrastructure; and
(b) Project risk assessment for PPP projects sponsored by Government / Government Agencies / PSUs prior to bid

39.
In addition, GOI has set up India Infrastructure Finance Company Limited (IIFCL) with an
authorized capital INR 10 billion and paid capital of INR 1 billion. IIFCL is an apex financial
intermediary for the purpose of development and financing of infrastructure projects and facilities in
the country. This is to be effected by developing and disseminating appropriate financial instruments
and negotiating loans and advances as per the given mandate. The Company renders financial
assistance through:
(a) Direct lending to eligible projects;
(b) Refinance to banks and financial institutions (FIs) for loans with tenor of five years or more; and
(c) Any other method approved by GOI.

40.
MMRDA has successfully structured a PPP project for mass transit viz. VersovaAndheriGhatkopar corridor and has begun the process of selecting private partner for Charkop-BandraMankhurd corridor. The PPP route may be more vigorously pursued in other infrastructure projects
like urban expressways, water source development. Navi Mumbai Municipal Corporation has
successfully bid out an annuity based contract for water supply source development.
(H) MMRDAS RESOURCES
41.
MMRDA through development and disposal of land at Bandra Kurla Complex (BKC) has
generated substantial financial resources. These are likely to be further enhanced by the proposed
doubling of the FSI. These resources can be effectively leverage investments metropolitan
infrastructure as well as used to provide loan funds to ULBs for municipal infrastructure.

ibid

PLAN FINANCING OPTIONS

8-11

TRANSFORM
8.3.2.2. RESOURCE MOBILISATION-MUNICIPAL INFRASTRUCTURE
42.
The focus of Business Plan is in terms of addressing options relating to financing of regional
and municipal infrastructure. With improvements in revenue collections, management measures,
grant programmes from the centre and expanded borrowings, it is estimated that ULBs could finance
investments of about INR 162 billion over the next fifteen years. In this estimate, the implied share of
various sources is, own resources (27%), inter-governmental transfers (32%) and debt (41%).

The options with regard to financing municipal infrastructure are:

Tax and fee based options

o Net revenues generated by ULBs (drawing on ULBs revenues from octroi, property taxes,
development charge, betterment levies, etc).

o User fees: For measurable services like water supply.

Borrowings
o From MMRDA and its funds

o Commercial borrowings by ULBs and others.

Private investment options

o Public Private Partnerships and other sources of private equity

Inter-governmental transfers:

o National grant programs such as JNNURM and UIDSSMT; and

o Devolution according to recommendation of State Finance Commission (SFC)
43.
Inter-governmental transfers: Typically, these programs require financing from all three
levels of Government, such as JNNURM under which the sources are 35% as GOI contribution, 15%
as state contribution and 50% as ULB resources or borrowings and funds are provided on the basis
of project reporting. In 2007, Mumbai is to receive INR 11,000 million under JNNURM, that is, 80% of
the funds allocated to the entire state under JNNURM. While this is also seen as a risk predictability
will be an issue.
44.
The State Finance Commission is supposed to propose five yearly devolutions, thereby
assuring more general predictability of its funding. This practice must be followed so that recipients
can plan their cash flows and make the financial commitments necessary for infrastructure financing.
Wherever possible grant programs should be formula based to maximize transparency.
45.
Borrowings: These measures are critical for the ULBs both in terms of contributing own
capital and borrowing from the market and financial institutions. In order for ULBs to increase their
borrowings they must: (a) be able to quantify the benefits of these investments so as to demonstrate
their cost-effectiveness; (b) achieve a track record of financial sustainability and sound financial
management; (c) adopt accrual accounting methods and prepare balance sheets, capital budgets
and capital improvement plans; and (d) obtain a credit rating.
46.
The newly formed Maharashtra Urban Infrastructure Fund (MUIF), in the process of being
operational is expected to help ULBs in terms of project development and access to the market
through the following components: (a) Project Development Fund; (b) Debt Service Fund; and (c)
Partial Direct Loan Fund.

8.4.

POTENTIAL RESOURCE MOBILIZATION OPTIONS FOR

47.
In this section more specific proposals for finanacing
are discussed within
the overall framework recommended in the Business Plan. The total investment assessed for
implementation of
(2008-2031) is INR 2,080 billion. About 90% of this investment is
towards meeting regional transport infrastructure (viz. metro, sub-urban rail, EBL corridors,
expressways, terminals, etc.) needs and the balance is towards meeting local transport infrastructure
8-12

PLAN FINANCING OPTIONS

TRANSFORM
of ULBs (viz. widening of arterial roads, development of DP links and traffic management measures).
.
The following resource mobilization options are explored towards funding
8.4.1.

GENERAL REVENUE SOURCES

48.
Regional transport agency draws funds from General Revenue Sources, apart from
barrowings. The funding from general revenue sources is subject to the government policies. One
such strategy is implementation of policy regarding user pay.
Inter-government transfers will
inevitably remain a significant component of the resources of a regional authority, but in all likelihood
these transfers will come with strings attached. They can also come in formula based, predictable
form as is expected through Finance Commissions Central/ State.
49.
Inter Governmental Transfers: Typically, these programs require financing from all three
levels of Government- Local, state and central. This practice must be followed with predicatbility so
that recipients can plan their cash flows and make the financial commitments necessary for
infrastructure financing. Wherever possible grant programs should be formula based to maximize
transparency. The MUIF has the potential to play an important role in facilitating project preparation
and ULB borrowings.
8.4.2. POLICIES OF USER P AY
50.
The principle of user pay in case of urban transport is a hotly debated subject across the
world. While fares can be easily charged for use of public transport facilities (bus and trains), there
are strong arguments in favour of subsidies on equity grounds. In case of bridges and highways tolls
have now become more common and acceptable revenues. However levying road user charges in
case of urban roads is more complex in terms of measurement of road usage and particularly
technology required for that purpose
51.
To overcome these difficulties a reasonable policy is to permit transportation authorities to
apply geographic or jurisdiction specific user charges on vehicles by means of special purchase
taxes, annual vehicle and driver licensing fees and fuel cess.
8.4.2.1. GROWTH P AYS FOR GROWTH
52.
This very simple statement of a principle is now being applied in countries having well
developed and high value economies. Yet, even in these situations, urban municipalities do not have
access to the range revenue sources available to senior levels of government, and are unable to
fund transportation and other urban infrastructure expansions under their jurisdictions. The principle
of growth pays for growth has been implemented as a refined system of development charges
(DCs), which are typically established in a very transparent process. In Canada DC practice and
regulations have been defined by provincial or state legislation. This requires that a municipality must
prepare a comprehensive long term study to determine future capital needs on a network basis as
shown in Figure 8-4.

PLAN FINANCING OPTIONS

8-13

TRANSFORM
53.
The process is similar to what has been
. Then on a project
done under
by project basis an implementation schedule is
defined, including what proportion of each
project cost is attributable to new growth and
what is considered to be for correcting existing
deficiencies. This forms the basis for calculating
development charges. The transportation
component of the DCs is determined on a
municipal
wide
basis,
including
both
development intensification and greenfield
areas. Charges are applied on residential
development on per unit basis, with commercial
and industrial charges determined on a floor
area basis.

Regional Development Plan

Project Capital
Budgets

Regional Transportation Plan

& Other Regional Infrastructure Plans

Growth

Regional Development Charge

Regulations

Non Growth

Development
Specific
Charges

Development
Building
Permits
Development Charges Trust Accounts
Dedicated to Infrastructure
Implementation

10 Year Capital
Infrastructure Program

Development Charge Process

Regional Planning & Budgeting

Figure 8-4 : Regional Development Charge Framework

54.
DCs are paid as a condition of issuing building permits, and are kept in a trust account and
can only be used to fund designated capital projects.
55.
DC recoveries are now funding 70% of the transportation capital programs in many
municipalities. It is recommended that development charges be pursued as a principal source of
funding for transportation capital projects in the Mumbai Region. This could include gap funding on
PPP projects.
56.
There are advantages in integrating both the determination of Regional DCs and ULB DCs
in a reasonably concurrent time frame as illustrated in Figure 8-5. From a metropolitan perspective,
the advantage of the DC approach is that the contributions are collected locally and are expended
locally, with minimum dilution to senior governments and expended based on local priorities.
Regional Development Plan
Regional Transportation Plan

Municipal Development Plan

Project Capital
Budgets

& Other Regional Infrastructure Plans

Non Growth

Development
Specific
Charges

Growth

Municipal Development Charge

Regulations

Development
Building
Permits
Development Charges Trust Accounts
Dedicated to Infrastructure
Implementation

Project Capital
Budgets

& Other Municip al Infrastructure Plans

Growth

Regional Development Charge

Regulations

Municipal Transportation Plan

Non Growth

Development
Specific
Charges

Development
Building
Permits

10 Year Capital
Infrastructure Program

Development Charges Trust Accounts

Dedicated to Infrastructure
Implementation

10 Year Capital
Infrastructure Program

Development Charge Process

Regional Planning & Budgeting

Figure 8-5 : Integrated Regional and Municipal Development Charge Framework

User Charges on Vehicles and Driving Licenses:

57.
In many countries annual vehicle license fees and annual driver license fees are collected
but often are not dedicated to fund transportation services. The estimated number of cars and two
wheelers in MMR during the period 2005-2031 is shown in Table 8-7. It can be inferred that the
growth of cars and two wheelers i.e. increase over the period of 25 years (2005-2031) is
approximately 7 million. In terms of approximate cost of the vehicles, it come out to 19 US$ billion
which is very huge.

8-14

PLAN FINANCING OPTIONS

TRANSFORM
Table 8-7: Vehicle Growth Forecast

690,000

2,260,000

Increase
2005-31
1570,000

1,330,000
2,020,000

6,780,000
9,040,000

54,50,000
7020,000

2005
Cars
Two Wheelers
Total

2031

Average
Unit Cost INR
3,50,000
50,000

Cost
(INR million)
549,500
272,500

Cost
(US$ Billion)
13
6

822,000

19

58.
Tolls: Applying tolls on all higher order roads and bridges in the MMR has been assumed in
. One of the key structural issues is that typically in urban areas there are multiple

points of entry and exit on urban freeways since longer distance through traffic is relatively
insignificant. This can complicate toll collection if delays occur at collection facilities. In developed
economies electronic toll collection has largely removed this issue.
59.
Dedicated Fuel Taxes: The State of California funds 75% of its transport capital program
from dedicated ring fenced fuel taxes. Petrol sale price is 35% cheaper in California compared to
Mumbai. On the other hand petrol prices in Europe are generally 20% higher than Mumbai but the
higher taxes being paid appear to be reinvested in urban and inter-urban transport by means of
central government program subsidies. Since petrol prices in Mumbai are the highest in India due to
the application of a special levy, it was concluded that at this time it would be difficult to justify a
further dedicated fuel tax.
60.
Development Charges: The idea is to capture the land value gains on account of
infrastructure (called betterment or land value increment tax LVIT), recover the cost of infrastructure
required to be provided for servicing new growth (impact fees), a tax levied on value of new
construction as a benefit tax. All three are distinct from property tax in that they are one time-taxes.
A simplified and approximate illustration of the scale of development charge potential in the Region,
based on the projections of population and employment growth during the period 2005-2031, and
resulting residential and non-residential building and land values is given in Table 8-8. These figures
should be considered as indicators of the order of magnitude of DCs.
61.
To compute this, sources are divided into two components. The First source is value addition
due to Residential buildings growth due to increase in population for a typical growth scenario as
shown in Table 8-8 This works out to approximately INR 11,000 billion. The second source is due to
Non residential building value. This is estimated as given in Table 8-9. The additional value addition
on this account could be INR 6,200 billion. Adding these two sources the approximate Development
Charges potential for the period 2007-2031 is summarized in Table 8-10. The estimated resources
from Development Charges range from INR 860 billion to INR 1,720 billion (assuming Development
Charges, 5% and 10% of Building Values respectively) for the period 2006-2031. It is felt prudent to
assume only about INR 1000 billion could be generated from DC. of this 25% will be given to ULBs
and balance 75% to be retained by regional authority for regional infrastructure financing /
development. It is further considered appropriate that at least 60% of 75% retained by the regional
authority shall be invested to finance and develop transport systems. This would mean, about INR
450 to 500 billion could be available for financing the transport infrastructure. If GoM is able take up
measures and collect DCs, to its full potential, this figure could be as high as INR 1,000 billion.
62.
One Time Cess on the New Vehicles: Each year several new vehicles are being acquired
and registered in the region. The estimated increase in vehicle registration is presented. In many
countries annual vehicle license fees and annual driver license fees are collected but often are not
dedicated to fund transportation services. The estimated number of the vehicles during the period
2005-2031 is shown in Figure 8-10. Even if one time cess of INR 10,000 for each, car INR 2,000 for
each two wheeler is levied the source can generate a sum of INR 15.7 billion, and INR 10.9 billion
totaling to INR 26.6 billion.

PLAN FINANCING OPTIONS

8-15

TRANSFORM

South Mumbai
Western Suburbs(S)
Western Suburbs(N)
Central Suburbs
Thane
Kalyan/Dombivali
Mira
Navi Mumbai
Vasai Virar
SEZ/Alibagh
Total
* 4ppu: 4 persons per unit

15,000
9,000
3,000
3,000
3000
1000
1200
3000
1000

45,000
12,000
6,000
5,000
5000
3000
2500
4000
1500

25,000
10,500
4,500
4,000
4000
2000
1600
3500
1250
2500

1,000
850
850
850
700
700
700
700
600
700

25.00
8.93
3.83
3.40
2.80
1.40
1.12
2.45
0.75
1.75

0.64
0.60
0.92
0.92
1.10
2.37
0.73
1.80
0.79
2.60
12.47

0.160
0.150
0.230
0.230
0.275
0.593
0.183
0.450
0.198
0.650
3.12

Building Value
INR billion

Units (4ppu*)
Increase
2005-31 million

Population
Increase
2005-31 million

Unit Cost
INR million

Assumed
Unit Size
sq. ft./unit

Assumed
INR / sq. ft.

Location

Building
Value High
INR / sq. ft

Low
INR / sq. ft.

Table 8-8: Residential Building Value Growth Forecast P3 E3

4,000
1,339
880
782
770
830
204
1,102
148
1,138
11,193

Office Employment
Industrial Employment
Other Employment
Total

2,310,000
1,495,000
3,795,000
7,600,000

6,426,000
4,513,000
4,361,000
15,300,000

4,116,000
3,018,000
566,000
7,700,000

40
100
60

164,640,000
301,800,000
33,960,000
500,400,000

25,000
6,000
10,000

Total
Building
Cost
INR million

Building
Cost
INR/sq. ft.

Required
Building
Area sq. ft.

Approx.
Area
Required
sq. ft./Emp.

Increase
2005-31

Type

2031

2005

Table 8-9: Employment Growth Forecast

4,116,000
1,810,800
339,600
6,266,400

Table 8-10: Approximation of DC Potential 2006-2031

Type

INR million

Residential Building Value

Residential Building Value
Total Building Value
Approx DC Potential
Regional Transportation
(DC 5%)
(DC 10%)

11,000,000
6,200,000
17,200,000

860,000
1,720,000

Table 8-11: Vehicle Growth Forecast

Type
Cars
Two Wheelers
Total

2005

2031

6,90,000
13,30,000
20,20,000

22,60,000
67,80,000
90,40,000

Increase
2005-31
15,70,000
54,50,000
70,20,000

Average Unit
Cost INR
3,50,000
50,000

One Time Cess on New

vehicles (INR million)
15,700
10,900
26,600

8.4.3. TRANSPORT S YSTEM LEVERAGE SOURCES

Advertisement Rights
63.
The traveling public is prime consumer of advertising but
many transport agencies fail to capture the value of this attribute. It
is reported that the private company operating the metro system in
Hong Kong earns more revenue from advertising than from the
fare-box ( Figure 8-6).
Air Right Development

Figure 8-6: Metro Advertisements

in Shanghai

64.
Typically the highest urban land values are in the vicinity of
transit stations. In a city like Mumbai, which is so public transport dependant its potential is high.
Unfortunately some of the stations are so overcrowded and the surrounding streets so congested,
that it greatly detracts from the inherent location advantages.
8-16

PLAN FINANCING OPTIONS

TRANSFORM
65.
Where transit or railway agencies have proactive land development divisions with a
commercial real estate focus, the capturing of air and non-operating land development potential has
provided sustainable revenues to support the economics of the primary transport functions. In
Holland, the Dutch Railways are generating 40% of their annual revenues, from property
development. Transit oriented Development in Kaula Lumpur and Tokyo are illustrated in Figure 8-7.

Figure 8-7: Air Right and Transit Orient Development (Kuala Lumpur and Tokyo)

66.
The above described options are major potential sources. The scale to which the financing
can be generated is assessed to have a feel of potential. These need to be studied in greater detail
and be adopted as instruments of resource mobilization. Amongst one source which needs to be
tapped is the PPP/PSP as one major potential option.

8.5.

FINANCIAL ANALYSIS TO EXPLORE POTENTIAL OF PSP/PPP

8.5.1. INTRODUCTION
67.
Financial analysis has been used as a tool, for identifying the avenues of resource
mobilization and exploring potential role of PPP/PSP in projects and/or plan implementation.10 In
order to ensure that there is clarity on the potential for PPP, financial analysis at network and/or
system level and that of some sample projects has been undertaken.
68.
It is to be noted that some projects are already under consideration for PPP/PSP in MMR by
various agencies. A brief review of some of them has been given in Annexure 8-1.
69.
The financial analysis presented below in ensuing sections covers, as noted above, bunches
of projects, for example all freeways put together, all metro corridors together, etc. This helps in
understanding the potential for commercial attractiveness of system with the condition of total
network being in place. At the second level, the analysis has been done for some of the identified
sub-projects. Here again, the loadings and/or traffic considered for the analysis are those with the full
network11, to explore potential of PPP/PSP.
8.5.2. REVENUE MODEL
User Charges
70.
The financial analysis has been undertaken only for those road sub-projects, which have
been proposed for tolling and it is expected that the users of these facilities would be willing to pay
10

If a project is commercially viable, then it can be taken up on BOT. Even if some of the projects are viable with grant component,
it means that the burden on the state exchequer for investing in the project is reduced from the total project cost to grant component
only. Beyond this if a project is needed, but is not capable of attracting private sector investment, then it can be worked out as an
annuity project. This will help in phasing out the investment.
11

This has been considered appropriate as the present study is to lay down the strategy for implementation and identify sources for
funding.

PLAN FINANCING OPTIONS

8-17

TRANSFORM
for its use. The traffic on the network is assigned by incorporating user charges into travel cost.
Charges for use of facilities have been considered as given in the user charges model, developed for
the study12. The toll rates/entry charges for some category of roads are presented in Table 8-12.
Table 8-12: Toll Rates on Selected Network
Vehicle type
Two-wheeler
Car
Taxi
Auto Rickshaw
Bus
LCV
Truck

Entry Charges13
(INR per entry)
25
25
50
30
40

Toll on Western/ Eastern Freeways

and MTHL14 (INR/km)
5
5
10
15

Freeways
(INR/km)
1
1
1
0.50
2
3

71.
The vehicle kilometer performed by various modes on different categories of roads has been
estimated using the EMME 3. With these inputs the total revenue, by each of the sub-projects/ total
network considered for commercial implementation, have been determined.
72.
As in the case of road projects, for the sub-urban rail as well as the metro system, the fare
structure which has been considered is as follows:
Sub-urban Rail:
Metro:

If D<10 km, then INR 2.60

If D>10 km, then INR 2.60+0.13*(D-10)
If D<3 km, then INR 6.60
If D>3 km, then INR 6.60+0.68*(D-3)
Where, D=distance traveled (in km)

73.
The above fare structure has been used to estimate the revenue by identified project, for
undertaking financial analysis. However, most of the infrastructure t projects are not likely to be
commercially viable on the basis of tolls/fares alone.. Hence alternate avenues of revenue
generation for the private entrepreneur have been explored and stated below.
Development of Nodes for Commercial Exploitation
74.
In order to support commercial viability of the projects which are less attractive, possibility of
exploiting the nodes for commercial development has been explored. This has been done for all the
three major transport systems - road, metro and sub-urban rail.
75.
In case of freeways, possibility of development of interchanges has been worked out,
whereas for the other two, commercial development of the station area has been proposed. The
extent of commercial development is limited by the level of demand as well as the availability of land
for development. Various categories of stations and interchanges have been conceptualised and
costed. Accordingly the likely revenue has been estimated. A detailed section on this has been
attached along with this chapter as Annexure 8-2.
76.
The locations and types of interchanges identified for development as well as the stations
identified for commercial exploitation have been given in Figure 8-8 and Figure 8-9 respectively.

12

A weighted fare model has been developed for public transport, for both road and rail based- bus, taxi, auto, rail and metro.
Besides this toll rates for use of some of the road based corridors has been assessed by various modes.
13
14

Entry charges to Greater Mumbai area at Dahisar, Mulund, Vashi check naka and Airoli bridge.
The toll rates are higher for those corridors which are elevated or are primarily long bridges, like MTHL.

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Figure 8-8: Freeway Interchanges Identified for Nodal Development

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Figure 8-9: Suburban Railway System with Identified Station Nodes for Commercial Development

8-20

PLAN FINANCING OPTIONS

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Figure 8-10: Metro System with Stations Types Identified for Commercial Development
PLAN FINANCING OPTIONS

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Development of Parking Areas
77.
Provision of parking area is another avenue of revenue generation. They become mandatory
in any area which is being developed for commercial purpose. With this in view, parking lots have
been provided at the nodes, wherever the space permits. The revenue on the same has been
considered as INR 2500 per car space per month.
8.5.3. COST OF PROJECT
78.
Capital cost of the proposed transport network, by each of the project has been estimated
in the earlier chapter. They form an input to the analysis.
79.

The operating and maintenance cost has been taken up as per the prevailing norms.

Road based projects: Routine maintenance 0.5% of capital cost

Periodic Maintenance 3% of capital cost every seventh year
Operating cost
11% of toll revenue
Rail Based Projects15: Metro
Sub-urban Rail

INR 0.76 per passenger km

INR 0.10 per passenger km

8.5.4. PERIOD OF ANALYSIS

80.
Transportation plan for the MMR has been proposed to be developed over the three time
periods short term, medium term and long term. The investments are high and are expected to be
spread over upto 2031. Therefore, analysis period has been taken upto 2041 for individual projects
and upto 2051 in the case of the network level analysis, so that some returns over the latter
investments can be incorporated in the analysis.
8.5.5. FINANCIAL ANALYSIS
81.
Financial analysis of the projects has been undertaken at the network level as well as at the
project level. The following projects have been studied from commercial perspective:
(a)
(b)
(c)
(d)
(e)
(f)

Freeway projects with and without interchanges;

Metro project with and without station area commercialization;
Sub-urban rail routes with and without station area development;
Metro stations;
Suburban railway stations; and
Interchanges.

Assumptions and Inputs

82.

Two approaches are adopted for undertaking the financial analysis.

Network Level Analysis

83.
When analyzing the commercial viability at full network level, by project category, eg
freeways, metro or suburban rail, etc., the total network of a project type are bunched together, and
the analysis is undertaken in broader terms to understand the financial attractiveness of the said
category of projects. The assumptions and inputs considered in this case are as follows:

15

The unit cost calculations have been based on the earlier studies or actual figures as getting realized, as in the case of sub-urban
rail. The detailed calculation has been given in the Technical Note on Vehicle Operating Cost and Value of Time Framework for
Economic Analysis, submitted earlier.

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(a) The debt-equity ratio is assumed at 7:3. This is considered while calculating the interest during construction only,
which together gives the total project cost;
(b) The rate of interest for calculation of the IDC is taken as 12% pa;
(c) The rate of inflation on cost and revenue streams is taken as 5% per annum;
(d) A financial overhead charge of 12% per annum has been taken on the initial capital cost, to take care of the
financing institutions establishment charges, pre-operating expenses, insurance, legal charges, financial and
advisory charges, mobilization fees, etc. Since the cost has been phased over the lifetime of the proposed
project, the financial overhead has been taken over the project analysis period; and
(e) Since the whole network is taken for analysis, the phase-wise cost has been equally distributed over the
respective phase.

Project Level Analysis

84.
At the project level, a detailed analysis has been undertaken. The assumptions and inputs
considered are as follows:
(a) The base debt-equity ratio is taken as 7:3;
(b) The construction period for individual projects is taken as 3 years with phasing as 25%, 35% and 40% over the
period;
(c) The analysis period has been extended upto 2041;
(d) The rate of interest considered for the analysis is 12% p.a. This is looking at the present increase in interest
rates. With respect to the increased interest rates, the expected post-tax return on investment has also been
taken at a value of 16%;
(e) The Corporate Tax is taken at 34% . In the event of the tax rebate, a Minimum Alternative Tax of 11.33 % has
been included in the analysis;
(f) Insurance premium has been assumed at 0.7% of the assets/investment;
(g) A tax concession as applicable on infrastructure projects has been taken up for the analysis. There is a 10 year,
full tax rebate in first 20 years on road infrastructure projects, starting from the first year of operation of the same.
On the Rail projects the rebate is limited to first 15 years, instead of 20 years; and
(h) The loan repayment period is assumed as ten years after two years of moratorium.

Freeways
a) Network Financial Analysis:
85.
In order to assess the commercial attractiveness of freeway network, all the proposed
freeways have been bunched together and a financial analysis undertaken. The exercise revealed
that, as expected, the freeways are not commercially attractive if tolls are the only source of revenue.
A step wise analysis has been undertaken to assess the financial viability of the proposed high
speed facility with the development of interchanges for commercial use. The cost of the freeway, as
estimated over the three time periods, is as follows:
INR in millions
2016
307206

86.

2021
15764

2031
40928

The FIRRs of the freeway network are presented in Table 8-13.

Table 8-13: FIRR of Freeway Network (%)

Scenario
Only toll as revenue
Toll Plus revenue from Interchange development

10
8.01

20
22.7

Years
30
1.30
24.4

40
4.57
24.7

43 (2051)
5.12
24.7

87.
The results show that freeways are not an attractive project if viewed from the perspective of
a private operator, with the source of revenue being only tolls. The above stated results are overall
for all the freeways put together, wherein it is possible that some of the corridors are attractive from
private entrepreneurs perspective, while few would be totally unattractive, unless given to the private
sector for development on annuity basis. To explore into the likelihood of this happening, some
individual projects have been picked up for a detailed financial analysis. (Please consider inclusion of
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this expalanation The cost of land required for commercial exploitation is included /not included in
the financial analysis. However land required for commercial exploitation is not expected to be
compulsorily acquired by the public agencies. Development would be made permissible through
approriate regulations and the private investor would be free to develop the land in conjunction with
the highway development.)
b) Project Level Financial Analysis:
88.
Project level analysis has been undertaken for three freeway projects one which is likely to
be the best project in terms of viability, second which is an average project and the third, which
shows least revenue realization16. The projects which have been selected for analysis are as follows:
(a)
(b)
(c)

Eastern Freeway
Radial-2 (Part of NH-3)
Western Sea Link North Extension (Dahisar-Virar)

89.

The construction cost of the three projects are as follows:

Name of Corridor

highest revenue/cost ratio

medium revenue/cost ratio
least revenue/cost ratio

Length (km)

Eastern Freeway

22.5

Radial-2 (Part of NH-3)

36.4

Western Sea Link North Extension (Dahisar-Virar)

90.

38

Construction Cost in
(Mill INR)
13500
6550 (2016)
1310 (2031)
91200

Total Project Cost (TPC)

(Mill INR)17
18484
896818
124867

The results of the above stated corridors are presented in Table 8-1419.

Table 8-14: Results of Selected Freeway Projects

Eastern
Freeway

Indicators

Radial-2
(Part of NH-3)

Western Sea Link

North Extension
(Dahisar-Virar)
VGF of 40%
+IDt@
OT
of TPC
25.2
22.4
29.8
7 yrs Does not
Does not
6 mths pay back
pay back
0.81
-ve
-ve
2.51
-ve
-ve

VGF20 of 30%
VGF of 40%
+ID *
OT
of TPC
of TPC
Pre-tax IRR (%)
14.2
17.1
19.1
9.9
Post-tax IRR (%)
13.2
16.0
17.4
9.2
Return on Equity (%)
12.3
18.7
21.1
16 yrs
12 yrs
10 yrs Does not
Pay-Back Period
29 yrs 10 mths
3 mths
4 mths
11 mths pay back
Minimum DSCR
0.48
0.65
0.60
-ve
Average DSCR
1.03
1.56
1.76
-ve
ID : Interchange Development OT: Only Toll
* interchange development of 5 interchanges in the Eastern suburbs
@ interchange development of 5 interchanges in rest of MMR.
# interchange development of 5 interchanges, of which 1 in Western Suburb and 4 in the rest of MMR
OT

+ID#
13.4
12.4
12.8
15 yrs
7 mth
0.41
1.16

91.
The above stated analysis clearly indicates that the freeway projects, on toll alone, are not
commercially viable, unless they are bunched with grant, which in most of the cases is not sufficient.
The second alternative is to give the rights to the concessionaire to develop the interchanges for
commercial purposes. At some cases, where the costs are very high, as in case of Dahisar to Virar
section of the Western Sea Link Freeway, it has been observed that even the right of commercial
development of interchanges is not enough to make the project viable without grant. In this particular
case, with 40% of TPC as grant, the post tax IRR on the project just reaches 15%. The higher
16

The criteria taken for prioritisation is the revenue/cost ratio.

17

Total Project Cost (TPC) is the landed project cost on which the financial viability is assessed. It includes interest during
construction, cost escalation during construction, insurance premium, financing charges, etc.
18
This TPC is for the investment to be made in 2016 only. The balance investment made in 2031 has been assumed from internal
accruals of the project.
19
20

The results are for the year 2041, which makes the concession period 33 years.
The ceiling of 40% of the TPC is kept for VGF. Of this 20% is given as equity support and the rest 20% as O&M support.

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TRANSFORM
revenue / cost ratio project, Eastern Freeway, on the other hand, tends to become viable with 30%
grant, as well as if the development right for nodes is given to the entrepreneur. It is felt appropriate
to select projects that can materialize, without government funds. Therefore, in location, where it is
possible to acquire (or purcahse?) land for commercial development of nodes, the land development
right should be given to the concessionaire.
c) Financial Analysis of Interchanges
92.
In order to assess the attractiveness of the individual interchanges, for the purpose of
packaging them with unviable freeway projects, an analysis of the same has been undertaken. The
analysis approach is the one adopted for the network financial analysis. The results are presented in
Table 8-15.
Table 8-15: Viability Analysis of Individual Interchanges
Location
South Mumbai
Central Mumbai
Eastern Suburbs
Western Suburbs
Navi Mumbai
Rest of MMR

5 yrs

FIRR (% )
10 yrs

20 yrs.

36.39
19.01
43.39
9.36
-

50.69
34.40
24.94
56.66
33.20
24.62

52.51
37.58
30.36
58.11
37.32
30.21

Sub-urban Rail System

a) Network Level Analysis
93.
Just as in the case of the total freeway network, a financial analysis has been undertaken for
the complete sub-urban rail network as well. The cost of the network has been estimated as follows:
2016
Sub-urban Network (Cost in INR
Million)

283,620

2021

2031

7,510

23,050

94.
The analysis has been undertaken with only fare-box as the revenue from the project and at
a second step, with the revenue from the commercial development of the station incorporated in the
revenue accruals. The results of financial analysis carried out for sub-urban rail network are
presented in Table 8-16.
Table 8-16: Results of Financial Analysis of Sub-urban Rail Network (FIRR in %)
Scenario

20 yrs

Rail network with fare box as revenue

Fare box + commercialization of station development

14.8

30 yrs

40 yrs

Project not viable. Returns are negative.

18.3
18.9

2051 (43 yrs)

19.0

95.
As indicated in the analysis above, the sub-urban rail network is not self sustainable on
revenue from fare only. In order to attract private sector participation, there needs to be a component
of sweetener. This is possible through giving the concessionaire the right to develop the stations,
existing and new, for commercial exploitation. With the inclusion of cost and revenue stream of
commercial development of stations, the returns jump from negative in the year 2051 to 19%. This
indicates that except for a few individual projects, which the MMRDA needs to take up through the
State funds, the rest can be given to private sector for development along with the right to develop
the station area for commercial purpose.
b) Project Level Analysis
96.
Three projects with high, medium and low revenue / cost ratio have been identified for
detailed project level analysis. These are:
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TRANSFORM
(a)
(b)
(c)

Ranjanpada Seawood
Panvel Diva
Alibag Panvel

97.

The cost of the individual projects is:

Project Name

Ranjanpada Seawood
Panvel Diva
Alibag Panvel

98.

High Revenue / Cost Ratio

Medium Revenue / Cost Ratio
Low Revenue / Cost Ratio

Length (km)
13.9
26.7
66.28

Construction Cost
(INR million)
8340
16020
39790

Total Project Cost

(INR million)
11419
21934
54479

The results of the analysis are presented in Table 8-17.

Table 8-17: Financial Analysis of Sub-urban Rail Projects

Ranjanpada Seawood
Panvel Diva
Alibag Panvel
VGF21 of 40%
VGF of 40%
VGF of 40%
OFBR
+SD *
OFBR
+SD@
OFBR
+SD#
of TPC
of TPC
of TPC
Pre-tax IRR (%)
33.12
23.6
14.3
Post-tax IRR (%)
The project gets
29.87
The project gets
21.6
The project gets
13.0
Into a debt trap
Into a debt trap
Into a debt trap
Return on Equity (%)
40.80
28.04
13.3
even with VGF
even with VGF
even with VGF
Pay-Back Period
5 yrs 2 mths
7 yrs 7 mths
14 yrs 3 mth
of 40% of TPC
of 40% of TPC
of 40% of TPC
Minimum DSCR
1.70
1.03
0.53
Average DSCR
4.22
2.57
1.25
SD : Station Development OFBR: Only Fare Box Revenue
* Five Type 2 stations (rest of MMR) and one Type 4 station (at Seawood)
@ one Type 1 station (Nhava Sheva), four Type 2 station (Ahjenwada, Uran, Dronagiri, Gavan) and one Type 4 station (at Panvel)
# Five Type 2 stations (Aibagh, Thal, Jite, Pen) and one Type 4 station (at Panvel)
Indicators

99.
None of the rail routes show commercial attractiveness on fare-box revenue alone. All the
three individual projects which have been selected for the detailed analysis, tend to get into a debt
trap, i.e., the net receipts of the project are not sufficient even to finance the annual operating costs,
hence loan is taken to fund the recurring costs. The situation stays the same even with grant
component of up to 40% of TPC, which is proposed to be given upfront. However, the results tend to
become attractive only with the bunching of the station development with the corridors. In case of
Alibag-Panvel Corridor, in order to achieve a post-tax IRR of 16%, an additional grant component of
25% of TPC is required.
c) Financial Analysis of Sub-urban Stations
100. In the case of the railway stations on the sub-urban routes, there are some stations which
already exist, and have been proposed for commercial development. Besides this, some new
stations, with commercial development on new proposed routes have also been recommended.
101. The commercial viability analysis of individual stations, both in case of development of
existing ones, as well as the new ones has been undertaken. The revenue and cost streams have
already been discussed in the earlier sections. The results of the same have been given in Table
8-18.
Table 8-18: Results of Financial Analysis of Individual Stations on Sub-Urban Rail Route
Type of station
I
II
III
IV

21

Commercial Development of Existing Stations

10 yrs
20 yrs
45.09
48.33
62.86
64.58
25.15
31.06
70.15
71.47

Commercial Development at New stations

10 yrs
20 yrs
26.24
32.11
53.83
56.15
16.93
24.48
68.11
69.51

The ceiling of 40% on the TPC has been kept for VGF, which is to be paid upfront.

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102. The individual stations are commercially attractive for the private entrepreneur. Just like any
real estate project, they have the potential of generating high returns.
Metro System
a) Network Analysis
103. At the network level, the financial analysis has been undertaken for the metro system, as for
other modes. The cost considered for the same, over the plan time period is as follows22:
2016
536,790

Metro network (cost in INR million)

2021
227,980

2031
246,730

104. With the above cost, and fare box accruals only as the revenue, the commercial viability
analysis has been undertaken. The results suggest that the project on fare alone is not viable. The
analysis has been repeated with the revenue and cost of commercial development of metro stations.
The results of both the cases are presented in Table 8-19.
Table 8-19: Results of Financial Analysis of Metro Network at MMR Level (FIRR in %)
Scenario
Metro network with fare box as
revenue
Fare box + commercialization of
station development

10 yrs

20 yrs

30 yrs

40 yrs

2051 (43 yrs)

3.34

4.26

18.3

20.9

21.3

21.4

105. The metro corridors, as in case of sub-urban rail, show very low returns if only fare-box
accruals are considered. However, if the commercial development of stations is allowed to be
clubbed with the individual projects, the returns tend to become high.
b) Project Level Analysis
106.

Three individual metro projects have been identified for detailed analysis:

(a)
(b)
(c)

Thane Biwandi 23
Ghatkopar Balkam 24
Siddhivinayak New Airport 25

107.

The cost of the three metro lines have been assessed as follows:
Metro corridors

Higher revenue / cost ratio

Medium revenue / cost ratio
Low revenue cost/ratio

Length (km)

Thane Bhiwandi

18.95

Ghatkopar Balkum

24.61

Siddhivinayak - New Airport

30.04

108.

Construction Cost
(INR million)
25329
17671 (2016)
16289 (2031)
97332

Total Project Cost

(INR million)
34679
24194
133263

The results of the financial analysis are presented in Table 8-20.

109. Individual metro projects are not viable with only fare-box revenue collection. On considering
a VGF of 40% to be given during the construction period, the returns in case Thane Bhiwandi
improves slightly but not sufficient to attract private investment. In the case of other two routes, even
40% VGF is not able to bring the projects out of the debt trap. But with the commercial development
22

Two committed corridors of metro, Versova-Andheri-Ghatkopar and Mahim-Charkop, have not been considered in the network
level analysis.
23
Comprises of 12km of Balkhum-Bhiwandi-Kayan_Narthen Gaon (M13) and 7 km of Thane Ring Metro (M11).
24
Comprises of Ghatkopar Mulund Metro Line (M5), which is 12.4km plus about 12 km of the Thane Ring Metro (M11)
25

Three Metro lines together form this corridor. They are Sewri to Prabhadevi (M9 ), Sewri to Kharkopar (M24) and a section of 7 km
of Targhar-Kharkopar-Nhava Sheva-Dronagiri Metro line (M19)

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of stations being considered as a part of the individual projects, the commercial attractiveness
improves significantly. Siddhivinayak New Airport Corridor, however, requires further VGF support of
35 to 40% of TPC to become attractive with post tax IRR of 16%.
Table 8-20: Results of Financial Analysis of Individual Metro Corridors
Thane Bhiwandi
Ghatkopar Balkum
Siddhivinayak New Airport
VGF26 of 40%
VGF of 40%
VGF of 40%
OFBR
+SD*
OFBR
+SD@
OFBR
+SD#
of TPC
of TPC
of TPC
Pre-tax IRR (%)
13.73
25.59
32.16
12.89
The project gets
The project gets
Post-tax IRR (%)
12.49
23.65
29.46
11.64
Into a debt trap
Into a debt trap
Return on Equity (%) Does not
10.83
30.74
39.65
8.98
pay back 20 yrs, 1 mths 6 yrs, 11 mths
even with VGF
even with VGF
Pay-Back Period
5 yrs, 6mths
19 yrs 5 mths
of 40% of TPC
of 40% of TPC
Minimum DSCR
0.43
1.21
1.59
0.30
Average DSCR
0.89
3.11
4.5
0.85
SD : Station Development OFBR: Only Fare Box Revenue
*There are 10 stations, 2 elevated, 5 at grade and 3 interchange stations
@ 17 stations in all, with 4 elevated, 8 at grade and 5 interchange stations.
# 10 stations in all, with 4 elevated, 8 at grade and 5 interchange stations.
Indicators

c) Financial Analysis of Individual Metro Stations

110. There are a number of metro stations proposed along the metro routes. Some of them have
been suggested for commercial development. The revenue and cost estimation to be used in this
analysis, have been explained in the earlier sections. The results of the financial analysis of
individual metro stations are presented in Table 8-21.
Table 8-21: FIRR of Individual Metro Station
Type of station
Underground
At grade
Elevated
Interchange

FIRR (% )
10 yrs
7.9
53.57
53.56
55.28

20 yrs
17.78
55.56
55.55
57.16

111. The individual stations are attractive for implementation. The returns for underground station
are low because the cost of construction is very high, whereas the area for commercial development
is very limited.
8.5.6. STRATEGIZING FOR HIGHER VIABILITY
112. Most of the projects find attractiveness with the development of nodes, be it stations or
interchanges. The above stated analysis is based on the nodes as identified in the Figure 8-8 to
Figure 8-10. But it is likely that the availability of space or resources restrict development of so many
nodes as mentioned. The other extreme could be that in order to reduce the burden on Government,
there could be a possibility of increasing commercial developments along the project lines. A quick
analysis with respect to increase or decrease in the number of stations reveals that the viability of the
network, both rail and metro is affected, substantially. However, in case of freeways, the increase or
decrease in number of interchanges does not have significant impact on the returns. These results
are graphically shown in Figure 8-11.

26

A ceiling of 40% on the TPC has been kept for VGF, which has been assumed to be given upfront.

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TRANSFORM
28
26
24

FIRR (%).

22
20
18
16
14
12
10
50%

75%
100%
125%
Extent of Commercial Development of Nodes
Freeways

Metro

150%

Sub-urban Rail

Figure 8-11: Viability Sensitiveness to Increase and Decrease in Number of Nodes

113. In case it is not possible to increase or decrease the number of nodes, another way to
improve the viability of the project is by promoting Type 4 stations in sub urban rail system, and
interchange stations in case of metro. An analysis to understand this aspect has been undertaken
and the results of the same are given below:
Sub-urban Rail
Station Type
Type 1
Type 2
Type 3
Type 4

Metro
FIRR (% )
6.08
15.01
17.7
35.11

Station Type
Underground
At grade / Elevated
Interchange Station

FIRR (% )
9.05
22.20
30.8

114. The above table indicates the impact on viability of macro network of metro or rail, in case
only one type of station is developed. It has been inferred from here that trying to develop and
promote intense commercial development at the stations, improves the viability significantly.
Therefore, selecting the type of station for improving viability is another tool, besides just the number.
8.5.7. CONCLUSION
115. The proposed project corridors on their own are not commercially viable. They need
sweeteners for becoming attractive. Although some of the projects are viable with a certain
component of grant, it is always preferable to go for an alternative which does not put pressure on
the government exchequer, that is by developing nodes. However, for those projects which are to be
funded/ supported through the government funds, there is a need to explore alternative resource
mobilization strategy.
116. Financing urban transportation involves complex issues regarding costs and benefits. This is
because the benefits of transportation are wide spread and are critical to the efficient functioning of a
city. Regardless of these complexities those government institutions responsible for urban
transportation, need to pursue a wide range of resource mobilization opportunities. The following
resource mobilization opportunities have been categorized under the groupings of General Revenue
PLAN FINANCING OPTIONS

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TRANSFORM
Sources, User Pay Sources and Transport System Leverage Sources. Under mobilization of
resources for the CTS project, potential resource mobilization opportunities are presented below.
8.5.8. FUNDING REQUIREMENT AND FUNDING SOURCES FOR TRANSPORT INFRASTRUCTURE IN MMR
117. The detailed financial analysis undertaken for the network, by each sub-project, as well as for
some of the sample individual projects, provide an understanding on the likelihood of individual
projects having potential of PSP or PPP. The network level analysis indicates the general
attractiveness of the sub-project, without or with node development for commercial exploitation. It
became evident that in case of all three sub-projects sub-urban rail, metro and freeway when the
nodes are developed, the project attractiveness at the macro level improves significantly.
118. The analysis of the three individual projects, under each of the three transport system types,
further provide insights to the viability of the individual projects, which are picked up to represent
high, medium and low revenue by cost ratio. The results of these sample projects are used as a
guiding tool for identifying projects which are likely to go for pure BOT, with or without grant or node
development or to be implemented under PPP through formation of an SPV or necessarily need to
be taken up under the Government funding or even annuity as given at Table 8-22. For ranking the
individual projects for financial attractiveness, the indicator of revenue to cost ratio has been used.
Table 8-22: Potential for PPP/PSP by Individual Projects

Line
No.

Line Description / Corridor Name

Potential For PSP

PPP
Govt.
Fare box /
Fare box
Fare box /
through Funding
Only fare
toll
/ toll
toll
formation of
/
box / toll
plus node
plus
plus node
SPV
Annuity
collection
development
Grant
plus grant
only

FREEWAYS
H1* Eastern Freeway
H2* Elevated Link (Sewri-Worli Sea Link)
MTHL: Sewree to Kharkopar (Main Link over the
H3*
creek)
H4 MTHL: Kharkopar to Rave (Link overground )
H5 Inner Ring (Kaman-Bhiwandi Rd.)
Inner Ring (Bhiwandi Rd-Panvel-Dronagiri): EBL
H6
Corridor (2016, 2021, 2031)
H7 Middle Ring (Bhiwandi-Nandivali-Narthen Gaon)
Middle Ring (Narthen Gaon-Panvel-Kharkopar): EBL
H8
Corridor (2016, 2021, 2031)
H9 Outer Ring Road: Khopoli-Jite-Rewas Port
H10 Radial-1 (NH-8)
H11 Radial-2 (Part of NH-3)
H12 Radial-3 (Bhiwandi Bypass)
Radial-3 (Bhiwandi Bypass): EBL Corridor (2016,
H13
2021, 2031)
Radial-4 (Nahur-Airoli-Nilaje-Badlapur): EBL Corridor
H14
(2016, 2021)
H15 Radial-5 (Chembur-Mankhurd-Vashi-Taloja)
H16 Radial-6 (Vashi-Belapur-Kalamboli)
H17 Radial-7 (Uran-Pen)
H18 Radial-8 (New Airport-Nhava-Uran-Rewas)
H19 Thane-Ghodbunder Road: EBL Corridor (2016)
Western Sea Link North Extn (Bandra-Dahisar): EBL
H20
Corridor (2016)
H21 Western Sea Link North Extn (Dahisar Virar)
Western Sea Link South Extn (Worli-Colaba Sea
H22*
Link)
H23 Ghatkopar - Koparkairane Creek Bridge
H24 Mumbai- Sawantwadi Expressway

not likely
likely
not likely not likely

likely
likely

not likely not likely

not likely

not likely

likely

not likely not likely

not likely not likely

likely
likely

not likely not likely

likely

not likely not likely

likely

not likely not likely

likely

not likely
not likely
not likely
not likely

likely
likely
likely
not likely

likely

--

not likely not likely

not likely

likely

not likely not likely

likely

likely
not likely
not likely
not likely
likely

likely
likely
likely
-

not likely
not likely
not likely
not likely

not likely
not likely
not likely
not likely
not likely

not likely
not likely
not likely
not likely
not likely

not likely not likely

not likely

could be likely

likely

not likely not likely

not likely

could be likely

likely

not likely not likely

not likely

not likely

not likely

likely

not likely not likely

not likely not likely

not likely
not likely

likely
not likely

likely

not likely
not likely
likely
not likely
likely
not likely

likely
likely
likely
likely

METRO CORRIDORS
M3*
M4
M5
M6
M7
M8

8-30

Backbay-Bandra
Charkope-Dahisar
Ghatkopar-Mulund
BKC-Kanjurmarg via Airport
Andheri (East) - Dahisar (East)
Hutatma Chowk-Ghatkopar

not likely
not likely
not likely
not likely
not likely
not likely

not likely
not likely
not likely
not likely
not likely
not likely

PLAN FINANCING OPTIONS

TRANSFORM
Line
No.

Line Description / Corridor Name

M9
M10
M11
M12
M13
M14
M15
M16
M17
M18
M19
M20
M21
M22
M23
M24

Sewri-Prabhadevi
Dahisar-Mira Road-Manikpur-Virar
Thane Ring Metro
Thane-Ghodbander-Dahisar
Balkhum (Thane)-Bhiwandi-Kalyan-Narthen Gaon
Phokhran-Kharegaon
Kushavali-Ambernath
Kanjurmarg-Mahape-Kalyan Phata-Pipe Line
Mankhurd-Vashi-Narthen Gaon
Vashi-Belapur-New Airport-Panvel
Targhar-Kharkopar-Nhava Sheva-Dronagiri
Kharkopar-Dhutum-Pirkone-Shirki-Vadkhal
Dronagiri-Pirkone-Jite
Shirki-Washi-Jite
Fort (Horniman Circle) - Uran - Dronagiri
Sewri-Kharkopar

S1
S2
S3
S4
S5
S6
S7
S8
S9
S10

Diva-Vasai Road
Panvel-Jite-Thal
Rewas Port to Pen Road
Panvel-Karjat
Panvel-Uran
Kharkopar-Jite
Ranjanpada-Kharkopar-Targhar-Seawood
Thal-Alibag
Diva-Panvel
Thane-Bhiwandi

Potential For PSP

PPP
Govt.
Fare box /
Fare box
Fare box /
through Funding
Only fare
toll
/ toll
toll
formation of
/
box / toll
plus node
plus
plus node
SPV
Annuity
collection
development
Grant
plus grant
only
not likely not likely
not likely
not likely
not likely
likely
not likely not likely
not likely
likely
not likely not likely
likely
not likely not likely
likely
not likely not likely
likely
not likely not likely
not likely
not likely
not likely
likely
not likely not likely
not likely
not likely
likely
not likely not likely
not likely
likely
not likely not likely
not likely
not likely
likely
not likely not likely
likely
not likely not likely
not likely
likely
not likely not likely
not likely
not likely
not likely
likely
not likely not likely
not likely
not likely
likely
not likely not likely
not likely
not likely
not likely
likely
not likely not likely
likely
not likely not likely
not likely
likely
-

SUB-URBAN RAIL
not likely
not likely
not likely
not likely
not likely
not likely
not likely
not likely
not likely
not likely

not likely
not likely
not likely
not likely
not likely
not likely
not likely
not likely
not likely
not likely

likely
not likely
not likely
not likely
likely
not likely
likely
not likely
likely
likely

likely
likely
likely
likely
likely
-

OTHER FACILITIES/NODES
Sub-urban Stations with commercial Development of
station area
Metro Stations with commercial Development of station
area
Interchanges on Freeways with Real estate Development
Truck Terminal with Commercial Exploitation of spaces
Bus Terminal with Commercial Exploitation of spaces

Most likely
Most likely
Most likely
Most likely
Most likely

119. Note: * The committed projects/ projects in advanced stage for implementation comprise four
of freeway corridors, H1, H2, H3 & H22 and three metro corridors, M1, M2 & M3 as defined in the
present study, have been omitted from the analysis hereafter.

8.6.

FINANCING PLAN FOR

120. The total investment needed for the period 2008 2031 is about INR 2,079,560 millions27.
The extent of funds, which can be raised from different sources have been worked out. The effort
has been to reduce the burden on the government exchequer to the maximum extent possible. There
is a possibility of drawing majority of the total investment from private sector28 as reflected from the
financial analysis undertaken, and the inference drawn from it, as presented in the table above. The
extent of contributing heads towards total investment has been identified along with the probable
funding sources as presented in Table 8-23.

27

This investment includes committed investment, which is not a part of the financial plan which has been evolved as a part of this
study.
28

Commercial exploitation of nodes/stations.

PLAN FINANCING OPTIONS

8-31

TRANSFORM
Table 8-23: Summary of Funding Requirement and Sources - 2031
Component/ System
Metro System (Including Rolling
Stock)
Suburban Rail System (Including
Rolling Stock)
Freeways
Sub-urban rail improvements
Arterial Corridors: Upgradation
Arterial Corridors: New Links
Road Safety & Traffic Management
Measures
Bus System: Bus fleet & Depots for
EBL operations
Bus System: Bus fleet for ordinary
bus public transport operations
Passenger Water Transport (PWT)
Terminals (Truck, Bus, Inter-city rail)
TOTAL

Sources of Funding (%)

Total
Investment Private Sector Through Borrowings by Government Own
29
(Mill INR)
SPV30
Government
Funds
Investment
922,787

62%

9%

9%

20%

181,836
267,219
132,350
101,010
603,40

83%
38%
-

59%
-

5%
1%
30%
30%
30%

12%
2%
70%
70%
70%

65,450

30%

70%

24,500

50%

15%

35%

18,300
4,800
30,400
1,808,992

50%
50%
47%

13%

30%
15%
15%
12%

70%
35%
35%
27%

121. Note: The committed projects/ projects in advanced stage for implementation comprise four
of freeway corridors, H1, H2, H3 & H22 and three metro corridors, M1, M2 & M3 as defined in the
present study, have been omitted under the funding required in the table.
122. The investment options have been worked out under two considerations31. The first being, as
per the needs as assessed and recommended in the plan. The details are presented in Table 8-24.
In this case the assumption being there is no budget and any other constraint in plan implementation
including the institutional ability as well as funds available with the Government.
123. The range of government support in the form of funding / counterpart funding / gap financing
is observed to vary largely between INR 20,000 million to INR 65,00032 million, over the 20 year plan
implementation period. This has been considered high. Therefore, an effort towards rationalizing this
annual investment need has been made. For this, it has been found appropriate to follow the
prioritisation as evolved in the transport plan implementation, with due consideration to network and
corridor formation. In this effort the corridors have been bunched and connectivity is maximized to
regions with higher population and employment densities. These have further been phased out over
the distinct time periods to arrive at a more rational and near realistic investment sizes. This
constrained and programmed financing plan of transport system given in Table 8-25, suggests that
the overall investments vary between INR 35,500 million and INR 140,000 million, with burden of
Government exchequer being between INR 5,000 million and INR 20,000 million.

29

Potential of private sector involvement is contingent upon the concept of real estate/ nodes/ stations/ station area development. If
this condition is not met then the extent of funding raised from private sector would need to be mobilized through some other
sources.
30

Source of funding under SPV shall be partly by private and partly by public. The share would vary from project component to
project component. Moreover, the share also shall vary from project to project under each project component/ system.
31

Implicitly consideration is that government develops nodes/ station for potential revenue generation

32

Total government funding.

8-32

PLAN FINANCING OPTIONS

TRANSFORM
Table 8-24: Investment Option with No Budget and any Other Constraints
Project
No.

Length
(Kms.)

Project Name

Cost (Rs.
Mill)

Cum. Cost (Rs.

Mill)

Likely PPP
Likely PPP
Candidate
Candidate
1
w ithout Grant w ith Grant 2

SPV3

Govt Funds/
Annuity4

2010

2011

2012

2013

2014

2015

4388
3422

4388
3422
5360

4388
3422
5360
8680
6365

4388
3422
5360
8680
6365

4388
3422
5360
8680
6365
3105
20698
11235

5360
8680
6365
3105
20698
11235

2016

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

8680
6365
4140
20698
11235
10256

20698
11235
10256

20698
11235
10256
19266

10256
19266

10256
19266
4598
7050

19266
4598
7050

19266
4598
7050

4598
7050

4598
7050
10341

10341

9808
1839

16013
5975

6205
4136

13788
10048
18321
5515

10048
10048
0

10048
10048
0

10048
10048
0

10048
10048
0

0
0

8056
2595

8056
2595
3597

8056
3460
3597

4796
6357
4322
3179
3179
4322
7501

8476
5763
4238
4238
5763
10001

0
0
0
0

7125

METRO SYSTEM
M7
M5
M11
M13
M12
M4
M8
M10
M6
M24
M19
M18
M16
M23

Andheri (East) - Dahisar (East)

Ghatkopar-Mulund
Thane Ring Metro
Balkum (Thane)-Bhiwandi-Kalyan-Narthengaon
Thane-Ghodbander-Dahisar
Charkope-Dahisar
Hutatma Chowk-Ghatkopar
Dahisar-Mira Road-Manikpur-Virar
BKC-Marol Naka via Airport
Sewri-Kharkopar
Targhar-Kharkopar-Nhava Sheva-Dronagiri
Vashi-Belapur-New Airport-Panvel
Kanjurmarg-Mahape-Kalyan Phata-Pipe Line
Fort (Horniman Circle) - Uran - Dronagiri

M17
M9
M20
M14
M15
M21
M22

Mankhurd-Vashi-Narthen Gaon
Sewri-Prabhadevi
Kharkopar-Dhutum-Pirkone-Shirki-Vadkhal
Phokhran-Kharegaon
Kushavali-Ambernath
Dronagiri-Pirkone-Jite
Shirki-Washi-Jite

15.9
21942
21942
12.4
17112
39054
19.4
26800
65854
33.3
43400
109254
27.2
31824
141078
7.5
10350
151428
22.4 103488
254916
29.9
56175
311091
17.2
51280
362371
19.7
96330
458701
18.7
22989
481690
18.8
35248
516938
13.2
34470
551408
15.9
50241
601649
Total From private Sector
Total Grant from Government
24.1
51690
51690
3.5
16170
67860
30.5
40280
108140
5.0
8650
116790
10.4
11990
128780
13.8
21190
149970
9.9
14408
164378
SPV _govt (50% of total)
SPV other than government (50% of total)
Government Funding
Total commitment + Grant

Rolling stock for Metro Corridors

156760

TOTAL INVESTMENT IN METRO SYSTEM

- TOTAL PRIVATE SECTOR INVESTMENT
- INVESTMENT ON SPV PROJECTS OTHER THAN
GOVERNMENT SECTOR
- TOTAL GOVERNMENT INVESTMENT

7811
0
10338

13171
0
10338

28216
0
10338

28216
0
10338

49238
14015
10338

41427
14015

42842
18531

25313
16875

36873
24582

17713
11809

27522
13648

21368
9545

21368
9545

4851

4851
8056

6468
8056

0
0
4851
18499

0
0
12907
22452

0
0
14524
24069

0
0
10651
12490

1799
1799
10651
18425

1799
1799
11516
17451

2398
2398
0
7913

0
0
0
0

6357
4322
3179
3179
4322
7501

7125

7125

7125

7125

7125

7125

7125

7125

7125

156760 78% private 22% govt (Same as Metro Corridors)

922787
573889

5169
5169
0
5169

5169
5169
0
5169

5169
5169
0
5169

7125

7125

7125

25274 30634 45679

13369 18729 33773

42435
306463

5169
6737

5169
6737

5169
6737

2502
4812

2502
4812
4842
4806

3336
4812
4842
4806

5169
5169
0
5169

5169
5169
0
19184

0
0
0
14015

7125

7125

7125

0
0
0
18531

0
0
0
16875

0
0
0
24582

0
0
0
11809

7125

7125

7125

7125

7125

7125

45679 80717 62568

33773 54796 46985

68499 49314 68580 36647

48400 30871 42431 23271

53146 50946 52563 29424 43362 32579 35758 17174 27853 27853 31413
33079 26926 26926 15366 21571 11762 23879 15606 15606 15606 15606

7125
5558

5169 5169
0
6737 20752 15583

0
0
0
0
20099 18443 26149 13376

0
0
0
0 1799 1799
20066 24020 25637 14058 19993 19019

0
1568

2398
9481

0
1568

3179
9069

3179 4238
9069 11569

SUB-URBAN RAIL SYSTEM

SR7
SR1
SR5
SR9
SR6
SR4
SR8
SR2
SR10
S3

Ranjanpada-Kharkopar-Targhar-Seawood (new link)

Diva-Vasai Road
Panvel-Uran
Diva-Panvel
Kharkopar-Jite (new link)
Panvel-Karjat
Thal-Alibag (new link)
Panvel-Jite-Thal
Thane-Bhiwandi
Rewas Port (new link)

Rolling stock for new sub-urban lines/ operations

13.9
8340
8340
40.1
24060
32400
26.9
16140
48540
26.7
16020
64560
22.9
13740
78300
27.6
16560
94860
5.4
3240
98100
60.9
36546
134646
12.5
7500
142146
10.6
6360
148506
Total From private Sector
Total Grant from Government
100%
33330

4812

4122
4968
972

5496
6624
1296
7309

7309

7309
2250

7309
2250

7309
3000

8050
5366
1515

4386
2924
1515

4386
2924
1515

6636
2924
1515

6636
2924
1515

7386
2924
1515

0
0
1515

0
0
1515

0
0
1515

0
0
1515

0
0
1515

0
0
1515

0
0
1515

1908
1145
763
1515

1908
1145
763
1515

2544
1526
1018
1515

0
0
1515

29253 16389 14931

25228 12364 9565
4025 4025 5366

8824
5901
2924

8824 11074 11074

5901 8151 8151
2924 2924 2924

11824
8901
2924

1515
1515
0

1515
1515
0

1515
1515
0

1515
1515
0

1515
1515
0

1515
1515
0

1515
1515
0

3423
2660
763

3423
2660
763

4059
3041
1018

1515
1515
0

966

966
1403

1288
1403
1206

1403
1206
1965
1198
1985

1403
1608
1965
1198
1985

1965
1198
1985

1965
1198
1985

Private Sector as for Rail lines

181836
151258
30578

TOTAL INVESTMENT IN SUB-URBAN RAIL SYSTEM

- TOTAL PRIVATE SECTOR INVESTMENT
- TOTAL GOVERNMENT INVESTMENT

4812
6456
6408
4122
4968
972

7314
0
1515

16962
0
1515

17796
0
1515

8829 18477 19311

8829 18477 19311
0
0
0

23713
4025
1515

10849
4025
1515

FREEWAY SYSTEM
H6
H5
H19
H13
H15
H12
H14
H8
H23
H16
H10
H7
H11
H18
H9

Inner Ring (Bhiwandi Rd-Panvel): EBL Corridor (2016, 2021, 2031

Inner Ring (Kaman-Bhiwandi Rd.)
Thane-Ghodbunder Road: EBL Corridor (2016)
Radial-3 (Bhiwandi Bypass): EBL Corridor (2016, 2021, 2031)
Radial-5 (Chembur-Mankhurd-Vashi-Taloja)
Radial-3 (Bhiwandi Bypass)
Radial-4 (Nahur-Airoli-Nilaje-Badlapur): EBL Corridor (2016, 2021)
Middle Ring (Narthen Gaon-Panvel): EBL Corridor (2016, 2021, 20
Ghatkopar - Koparkairane Creek Bridge
Radial-6 (Vashi-Belapur-Kalamboli)
Radial-1 (NH-8)
Middle Ring (Bhiwandi-Nandivali-Narthen Gaon)
Radial-2 (Part of NH-3)
Radial-8 (New Airport-Nhava-Uran-Rewas)
Outer Ring Road: Khopoli-Jite-Rewas Port

PLAN FINANCING OPTIONS

34.0
22.0
16.1
9.0
26.0
14.0
33.8
35.5
8.9
14.9
26.0
18.6
36.4
22.2
36.8

7340
4750
3480
1940
5620
3030
7300
7670
8010
3220
5610
4020
7860
4790
7940

7340
12090
15570
17510
23130
26160
33460
41130
49140
52360
57970
61990
69850
74640
82580

1835
1188

1835
1188
1044

1405

1835
1188
1044
582
1405

1835
1188
1392
582
1405
909
1825
1918

776
1405
909
1825
1918

1212
1825
1918
2403

1825
1918
2403

3204

8-33

TRANSFORM
Project
No.
H17
H4

H20
H21
H24

Project Name

Length
(Kms.)

Cost (Rs.
Mill)

Cum. Cost (Rs.

Mill)

Likely PPP
Likely PPP
Candidate
Candidate
1
without Grant with Grant 2

Radial-7 (Uran-Pen)
MTHL: Kharkopar to Rave (Link overground )

22.3
4820
87400
18.1
21690
109090
Total From private Sector
Total Grant from Government
26.0
62350
62350
Western Sea Link North Extn (Bandra - Dahisar): EBL Corridor (2
38.0
91200
153550
Western Sea Link North Extn (Dahisar - Virar): EBL Corridor (201
Mumbai- Sawantwadi Expressway
21.2
4579
158129
SPV _govt (50% of total)
SPV other than government (50% of total)
Government Funding
Total commitment + Grant

TOTAL INVESTMENT IN FREEWAY SYSTEM

- TOTAL PRIVATE SECTOR INVESTMENT
- INVESTMENT ON SPV PROJECTS OTHER THAN
GOVERNMENT SECTOR
- TOTAL GOVERNMENT INVESTMENT

SPV3

Govt Funds/
Annuity4

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

1205
10023
961

1205
6507
16933
961

1205
6507
13924
961

1205
8676
16094
961

2027
0

2028
0

2029
0

2030
0

2031
0

1145
572
572
0
1533

1145
572
572
0
1533

1145
572
572
0
1533

1145
572
572
0
1533

0
0
0
0

0
0
0
0

0
0
0
0

0
0
0
0

0
0
0
0

41374 27190 28719 12129 19039 16029 18199

2600 4003 5403 10023 16933 13924 16094

2027
2027

2028
2028

2029
2029

2030
2030

2031
2031

2010
0

5034
0

7484
0

7834
233

12471
596

8174
674

8889
485

0
0
0
233

0
0
0
596

0
0
0
674

8067 13067
7834 12471

8848
8174

0
0
0
485

8163
0
15588

7794
7794
0
7794

5222
0
15588

0
0
0
0

0
0
0
0

0
0
0
0

7794
7794
0
7794

267219
146421

2010
2010

5034
5034

7484
7484

79065
86185

0
0

0
0

0
0

0
233

0
596

0
674

0
485

7794
7794

6016
6734
4023
2975

6016
6734
4023
2975

6016
6734
4023
2975

6016
6734
4023
2975

6016
6734
4023
2975

6016
6734
4023
2975

6016

6016

6016

2975

2975

3063
832

3063
832

3063
832

3063
832

832

832

832

832

2019
0
15588
22800

2600
386
15588
22800

4003
386

5403
515

22800

22800

19194
19194
0
19194

19194
19194
0
19580

11400
11400
0
11786

11400
11400
0
11915

9374 23750 20810 40407

8889 8163 5222 2019
7794 19194
7794 19194

19194 11400 11400

19580 11786 11915

572
1533

572
1533

572
1533

572
1533

0
0

0
0

0
0

0
0

0
0

6016
8081
4827
2975

6016
8081
4827
2975

6016
8081
4827
2975

6016
8081
4827
2975

1225
832

1225
832

1225
832

1225
832

3040

3040

3040

OTHER COMPONENTS
Sub-urban rail improvements
Arterial Corridors: Upgradation
Arterial Corridors: New Links
Road Safety & Traffic Management Measures

781.4
419

132350
101010
60340
65450

Bus System: Bus fleet & Depots for EBL operations

Bus System: Bus fleet for ordinary bus public transport operations
Passenger Water Transport (PWT)
Terminals (Truck, Bus, Inter-city rail)

TOTAL INVESTMENT IN OTHER COMPONENTS

- TOTAL PRIVATE SECTOR INVESTMENT
- TOTAL GOVERNMENT INVESTMENT

100%
100%
100%
100%

Govt
Govt
Govt
Govt

Investment
Investment
Investment
Investment

6016
6734
4023
2975

6016
6734
4023
2975

6016

6016

6016

6016

6016

2975

6016
6734
4023
2975

2975

2975

2975

2975

2975

6016
8081
4827
2975

1531
832

1531
832

1531
832

1531
832

832

832

832

832

832

1225
832

3040

3040

24500
18300

50% each -Private and Govt sector investment

100% Govt Investment

4800

50% each -Private and Govt sector investment

686

686

686

686

686

686

686

50% each -Private and Govt sector investment

1737

1737

1737

1737

1737

1737

1737

3040

26065 23002 23002

2743 1211 1211
23322 21791 21791

12246
1211
11034

9823 11354 25151

0
766 2286
9823 10588 22865

25151 25151
2286 2286
22865 22865

9823
0
9823

9823
0
9823

9823
0
9823

9823
0
9823

9823 23956 23956 26996 26996 26996

0
613
613 2133 2133 2133
9823 23343 23343 24863 24863 24863

109063 133175 109349

98942

91711 111818 113279

131494 104801

92619

52890

73738

59946

65295

44671

57260

60301

64498

37667

64400

44934

33844

26904

40019

27201

41487

19760

20906

22427

22810

11236

30400

437150
29850
407300

26065 26065 26065

2743 2743 2743
23322 23322 23322

TOTAL TRANSPORT PLAN FINANCING

TOTAL INVESTMENT TRANSPORT SYSTEM

1853443

62178

80210

98538

GRAND TOTAL PRIVATE SECTOR

901417

26950

44982

63311

SPV PROJECT FUNDING OTHER THAN GOVERNMENT (50% OF SPV

INVESTMENT)

121500

5169

5169

5169

5169

5169

7794

7794

19194

19194

11400

11400

572

2371

2371

2970

3179

3179

4238

GRAND TOTAL GOVERNMENT FUNDING

830526

30059

30059

30059

34316

47164

43414

34542

38983

47455

58359

65435

58672

47375

25414

31349

30375

20837

24911

33175

34695

37450

26431

69578

80842

65935

56569

35726

46865

34729

- COUNTERPART FUNDING REQUIRED (30% OF TOTAL)

249158

9018

9018

9018

10295

14149

13024

10363

11695

14237

17508

19631

17601

14213

7624

9405

9112

6251

7473

9952

10408

11235

7929

- LOAN FROM FUNDING AGENCIES (70% OF TOTAL)

581368

21041

21041

21041

24021

33015

30390

24179

27288

33219

40851

45805

41070

33163

17790

21944

21262

14586

17438

23222

24286

26215

18502

1-100% investment from Private Sector

2- 40% of grant from Government and 60% investment from Private Sector
3 - 50% investment from Government and 50% from other sources than Government
4 - 100% from Government Funds

8-34

PLAN FINANCING OPTIONS

TRANSFORM
Table 8-25: Investment Option with Budget and Other Constraints

Proje ct
No.

Project Name

Time Period for

Im pleme ntation

Length
(Km s.)

Likely
Like ly PPP
PPP
Cum.
Cost (Rs.
Candida te
Candid
Cost (Rs.
Mill)
Mill)
without Grant1 a te with
Grant2

SPV 3

Govt
Funds/
Annuity4

2010

2011

2012

2013

2014

2015

2016

2017

2018

4388
3422

4388
3422

4388
3422
5360

4388
3422
5360

4388
3422
5360
8680

5360
8680

5360
8680
6365

8680
6365

8680
6365
3105

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

6365
3105
20698

6365
4140
20698

20698
19266
1149
7050

20698
19266
1149
7050

20698
19266
1149
7050
3448
11235
10256

19266
1149
7050
3448
11235
10256

19266
1149
7050
3448
11235
10256

3448
11235
10256

34263
18142

10048
44311
18142

10048
25012
9976

3448
11235
10256
10341
10048
31216
14112

10341
10048
16253
4136

13788
10048
18321
5515

0
0

0
0

8056

3597
8056

4796
8056
6357
4322
5577
5577
12378
23470

8056
8476
5763
4238
4238
13819
18057

0
0
0
0

7125

7125

7125

37868 22170 27870 39888 41788 60139 60139 86696 59530 69578 50169 64107 49847 54493 29421
25963 20603 22466 26204 26825 37275 37275 52239 39820 49869 30570 36774 21811 23879 5558

7125
5558

METRO SYSTEM
M7
M5
M11
M13
M12
M4
M8
M24
M19
M18
M19
M10
M6
M16
M23

Andheri (East) - Dahisar (East)

Ghatkopar-Mulund
Thane Ring Metro
Balkum (Thane)-Bhiwandi-Kalyan-Narthengaon
Thane-Ghodbander-Dahisar
Charkope-Dahisar
Hutatma Chowk-Ghatkopar
Sewri-Kharkopar
Targhar-Kharkopar-Nhava Sheva-Dronagiri (25% of tota l)
Vashi-Belapur-New Airport-Panvel
Targhar-Kharkopar-Nhava Sheva-Dronagiri (75% of tota l)
Dahisar-Mira Road-Manikpur-Virar
BKC-Marol Naka via Airport
Kanjurmarg-Mahape-Kalyan Phata-Pipe Line
Fort (Horniman Circle) - Uran - Dronagiri

M17
M14
M9
M15
M20
M21
M22

Mankhurd-Vashi-Narthen Gaon
Phokhran-Kharegaon
Sewri-Prabhadevi
Kushavali-Ambernath
Kharkopar-Dhutum-Pirkone-Shirki-Vadkhal
Dronagiri-Pirkone-Jite
Shirki-Washi-Jite

1
1
2
3
4
4
5
6
6
6
7
7
7
7
7

2
4
5
7
8
8
8

15.9
21942
21942
12.4
17112
39054
19.4
26800
65854
33.3
43400 109254
27.2
31824 141078
7.5
10350 151428
22.4 103488 254916
19.7
96330 351246
4.7
5747 356993
18.8
35248 392242
14.0
17242 409483
29.9
56175 465658
17.2
51280 516938
13.2
34470 551408
15.9
50241 601649
Total From priva te Sector
Total Grant from Governme nt
24.1
51690
51690
5.0
8650
60340
3.5
16170
76510
10.4
11990
88500
30.5
40280 128780
13.8
21190 149970
9.9
14408 164378
SPV _govt
SPV other than governme nt
Gove rnme nt Funding
Total commitm ent + Grant

Rolling stock for Me tro Corridors

156760

TOT AL INVESTMENT IN METRO SYSTEM

- TOTAL PRIVATE SECTOR INVESTMENT
- INVEST MENT ON SPV PROJECTS OTHER THAN
GOVERNMENT SECTOR
- TOTAL GOVERNMENT INVESTMENT

7811
0

7811
0

13171
0
10338

13171
0
10338

21851
0
10338

14040
0
10338

20405
0
10338

15045
0

16908
1242

20646
9521

21267
9935

2595

2595

3460

31717
16445

31717
16445

46681
26421

4851

4851

6468

5169
5169
0
5169

0
0
0
0

0
0
2595
3837

0
0
2595
12116

0
0
3460
13395

0
0
4851
21296

0
0
4851
21296

0
0
6468
32889

0
0
0
18142

0
0
0
18142

0
0
8056
18032

1799
1799
8056
23967

3597
8056
6357
4322
4977
4977
12378
21492

7125

7125

7125

7125

7125

7125

7125

7125

7125

7125

7125

7125

7125

0
0
0
0

0
0
0
0

5169
5169
0
5169

5169
5169
0
5169

5169
5169
0
5169

5169
5169
0
5169

7125

7125

7125

7125

7125

7125

922787
573889

14936
13369

14936
13369

42435
306463

0
1568

0
1568

5169
6737

2502
4812

2502
4812

3336
4812

78% private 22% govt (Same as Metro Corridors)

30634 30634 39314 31503

18729 18729 27409 19598
5169
6737

5169
6737

4812
4842
4806

4812
4842
4806

5169
6737

5169
6737

0
1568

6456
6408
4122
4968

4122
4968

5496
6624

7309

7309

0
0
0
0
0
0
0
0
0 1799 4977 5577 4238
5405 13684 14963 22864 22864 34457 19710 19710 19599 25534 23059 25038 19625

0
1568

SUB-URBAN RAIL SYSTEM

SR7
SR1
SR5
SR9
SR6
SR4
SR8
SR2
SR10
S3

Ranjanpada-Kharkopar-Targhar-Seawood (new link)

Diva-Vasai Road
Panvel-Uran
Diva-Panvel
Kharkopar-Jite (new link)
Panvel-Karjat
Thal-Alibag (new link)
Panvel-Jite-Thal
Thane-Bhiwandi
Rewas Port (new link)

1
1
2
2
3
3
4
4
5
6

Rolling stock for new sub-urban line s/ ope rations

13.9
8340
8340

40.1
24060
32400

26.9
16140
48540

26.7
16020
64560

22.9
13740
78300

27.6
16560
94860

5.4
3240
98100

60.9
36546 134646

12.5
7500 142146

10.6
6360 148506

Total From priva te Sector

Total Grant from Governme nt
33330
100% Private Sector as for Rail lines

TOT AL INVESTMENT IN SUB-URBAN RAIL SYSTEM

- TOTAL PRIVATE SECTOR INVESTMENT
- TOTAL GOVERNMENT INVESTMENT

181836
151258
30578

7314
0
1515

7314
0
1515

8829
8829
0

8829
8829
0

1835
1188

1835
1188
1044
2403

8148
0
1515

14460
0
1515

14460
0
1515

18318
3636
1515

9663 15975 15975 23469

9663 15975 15975 19833
0
0
0 3636

9840
6560
1515

972
7309

11658
7772
1515

4969
3312
1515

17914 20944
11355 13173
6560 7772

9796
6484
3312

972
7309

1296
7309
2250

2250

3000

7413
3442
1515

2250
0
1515

3000
0
1515

0
0
1515

0
0
1515

0
0
1515

0
0
1515

0
0
1515

1908
1145
763
1515

1908
1145
763
1515

2544
1526
1018
1515

0
0
1515

9796 12370
6484 8928
3312 3442

3765
3765
0

4515
4515
0

1515
1515
0

1515
1515
0

1515
1515
0

1515
1515
0

1515
1515
0

3423
2660
763

3423
2660
763

4059
3041
1018

1515
1515
0

1288
351

351

351

351

4969
3312
1515

FREEWAY SYSTEM
H6
H5
H19
H23
H13
H12

1
1
1
1
2
2

34.0
22.0
16.1
8.9
9.0
14.0

7340
4750
3480
8010
1940
3030

7340
12090
15570
23580
25520
28550

H8
H10
H11
H15

Inner Ring (Bhiwandi Rd-Panvel): EBL Corridor (2016, 2021, 2031)

Inner Ring (Kaman-Bhiwandi Rd.)
Thane-Ghodbunder Road: EBL Corridor (2016)
Ghatkopar - Koparkairane Creek Bridge
Radial-3 (Bhiwandi Bypass): EBL Corridor (2016, 2021, 2031)
Radial-3 (Bhiwandi Bypass)
Middle Ring (Narthen Gaon-Panvel): EBL Corridor (2016, 2021, 2031)
(33% of total)
Radial-1 (NH-8)
Radial-2 (Part of NH-3)
Radial-5 (Chembur-Mankhurd-Vashi-Taloja) (75% of total)

2
2
2
3

11.7
26.0
36.4
19.5

2531
5610
7860
4215

31081
36691
44551
48766

H14
H16
H15

Radial-4 (Nahur-Airoli-Nilaje-Badlapur): EBL Corridor (2016, 2021)

(40% of total)
Radial-6 (Vashi-Belapur-Kalamboli)
Radial-5 (Chembur-Mankhurd-Vashi-Taloja) (25% of total)

3
4
5

13.5
14.9
6.5

2920
3220
1405

51686
54906
56311

PLAN FINANCING OPTIONS

1835
1188
1044
2403

1835
1188
1392
3204
582
909

582
909

776
1212

633
1403
1965

633
1403
1965

633
1403
1965

633
1403
1965
1054

1054

1054

1054

730

730

730

730
966

966

8-35

TRANSFORM
Proje ct
No.

H14
H8
H7
H9
H4
H18
H17

H20
H21
H24

Proje ct Nam e

Time Pe riod for

Impleme ntation

Radial-4 (Nahur-Airoli-Nilaje-Badlapur): EBL Corridor (2016, 2021)

(60% of tota l)
Middle Ring (Narthen Gaon-Panvel): EBL Corridor (2016, 2021, 2031)
(67% of tota l)
Middle Ring (Bhiwandi-Nandivali-Narthen Gaon)
Outer Ring Road: Khopoli-Jite-Rewas Port
MTHL: Kharkopar to Rave (Link overground )
Radial-8 (New Airport-Nhava-Uran-Rewas)
Radial-7 (Uran-Pen)

Western Sea Link North Extn (Bandra - Dahisar): EBL Corridor (2016)
Western Sea Link North Extn (Dahisar - Virar): EBL Corridor (2016)
Mumbai- Sawantwadi Expressway

5
5
5
7
7
8
8

6
6
8

Length
(Kms.)

20.3

Likely
Likely PPP
PPP
Cum.
Cost (Rs.
Ca ndidate
Candid
Cost (Rs.
Mill)
Mill)
without Grant1 a te with
Grant2

Govt
Funds/
Annuity4

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

1985

1985
6507

1985
6507
1198
1205
11961
961

1985
8676
1198
1205
14131
961

1198
1205
3471
961

1198
1205
3472
961

2031
0

1145
572
572
0
1533

1145
572
572
0
1533

1145
572
572
0
1533

1145
572
572
0
1533

0
0
0
0

5959 44347 44750 42398 48906 14066 16236

5959 5960 6363 4010 10518 11961 14131

5576
3471

5577
3472

2031
2031

60691

1095

1095

1095

1095

23.8
5139
65830
18.6
4020
69850
36.8
7940
77790
18.1
21690
99480
22.2
4790 104270
22.3
4820 109090
Tota l From private Se ctor
Tota l Gra nt from Gove rnment
26.0
62350
62350
38.0
91200 153550
21.2
4579 158129
SPV _govt
SPV othe r than governme nt
Government Funding
Tota l commitment + Gra nt

1285

1285
1206

1285
1206

1285
1608

TOTAL INVESTMENT IN FREEWAY SYSTEM

- T OTAL PRIVAT E SECT OR INVEST MENT
- INVESTM ENT ON SPV PROJECTS OT HER THAN
GOVERNMENT SECT OR
- T OTAL GOVERNMENT INVESTMENT

4380

SPV 3

5033
0

8481
0

8482
0

14526
596

6909
596

7208
795

7800
0

3801
0

3802
0

4382
386

2600
386

5525
515

5959
0

5960
0
15588
22800

6363
0
15588
22800

4010
0
15588
22800

10518
0
15588
22800

0
0
0
0

0
0
0
0

0
0
0
0

0
0
0
596

0
0
0
596

0
0
0
795

0
0
0
0

0
0
0
0

0
0
0
0

0
0
0
386

0
0
0
386

0
0
0
515

0
0
0
0

19194
19194
0
19194

19194
19194
0
19194

19194
19194
0
19194

19194
19194
0
19194

267219
146421

5033
5033

8481
8481

8482 15123
8482 14526

7505
6909

8003
7208

7800
7800

3801
3801

3802
3802

4769
4382

2986
2600

6040
5525

79065
86185

0
0

0
0

0
0

0
596

0
596

0
795

0
0

0
0

0
0

0
386

0
386

0
515

6016
6734
4023
2975

6016
6734
4023
2975

6016
6734
4023
2975

6016
6734
4023
2975

6016
6734
4023
2975

6016
6734
4023
2975

6016

6016

6016

2975

2975

2975

6016
6734
4023
2975

6016
6734
4023
2975

6016
6734
4023
2975

832

1531
832

1531
832

1531
832

1531
832

3040

3040

3040

0 19194 19194 19194 19194

0 19194 19194 19194 19194

572
1533

572
1533

572
1533

572
1533

0
0

6016
8081
4827
2975

6016
8081
4827
2975

6016
8081
4827
2975

6016
8081
4827
2975

1225
832

1225
832

1225
832

1225
832

3040

3040

3040

OTHER COMPONENTS
Sub-urba n ra il im provements
Arte ria l Corridors: Upgradation
Arte ria l Corridors: New Links
Road Sa fety & Traffic Manage ment Me asures
Bus System: Bus fle et & Depots for EBL ope ra tions
Bus System: Bus fle et for ordinary bus public transport opera tions
Pa ssenger Water Transport (PWT)
Te rmina ls (Truck, Bus, Inter-city ra il)

781.4
419

132350
101010
60340
65450

100%
100%
100%
100%

Govt
Govt
Govt
Govt

Investment
Investment
Investment
Investment

24500
18300

50% each -Private and Govt sector investment

100% Govt Investment

3063
832

3063
832

3063
832

3063
832

832

832

832

4800

50% each -Private and Govt sector investment

686

686

686

686

686

686

686

30400

50% each -Private and Govt sector investment

1737

1737

1737

1737

1737

26065 26065 23002 23002

2743 2743 1211 1211
23322 23322 21791 21791

12246
1211
11034

6016

6016

6016

6016

6016

2975

2975

2975

2975

2975

6016
8081
4827
2975

832

832

832

832

832

1225
832

9823 11354 25151 25151 25151

0
766 2286 2286 2286
9823 10588 22865 22865 22865

9823
0
9823

9823
0
9823

9823
0
9823

9823
0
9823

1737

1737

437150
29850
407300

26065
2743
23322

26065
2743
23322

TOTAL INVESTMENT TRANSPORT SYSTEM

1853443

54863

58311

74844

87797

85797

85978

75828

56738

52822

79603

82295

95095

80436 142381 115618 123313 110412 103644

93462

90488

66053

37667

GRAND TOTAL PRIVATE SECTOR

901417

29973

33421

39616

51973

51504

47850

46329

37576

33517

39356

40639

48851

47749

39213

32142

14203

11236

TOTAL INVESTMENT IN OTHER COMPONENTS

- T OTAL PRIVAT E SECT OR INVEST MENT
- T OTAL GOVERNMENT INVESTMENT

9823 23956 23956 26996 26996 26996

0
613
613 2133 2133 2133
9823 23343 23343 24863 24863 24863

TOTAL TRANSPORT PLAN FINANCING

59714

47698

55394

42603

50862

SPV PROJECT FUNDING OTHER THAN GOVERNMENT (50% OF SPV

INVESTMENT)

121500

5169

5169

5169

5169

5169

19194

19194

19194

19194

2371

5549

6149

4810

GRAND TOTAL GOVERNMENT FUNDING

830526

24890

24890

30059

30655

29124

32959

24330

19162

19305

40248

41656

46244

32687

63473

48726

48726

48616

50411

48699

52198

47039

26431

- COUNTERPART FUNDING REQUIRED (30% OF TOTAL)

249158

7467

7467

9018

9197

8737

9888

7299

5749

5792

12074

12497

13873

9806

19042

14618

14618

14585

15123

14610

15659

14112

7929

- LOAN FROM FUNDING AGENCIES (70% OF TOTAL)

581368

17423

17423

21041

21459

20387

23071

17031

13413

13514

28173

29159

32371

22881

44431

34108

34108

34031

35288

34089

36538

32927

18502

1-100% investment from Private Se ctor

2- 40% of gra nt from Gove rnment a nd 60% investm ent from Priva te Sector
3 - 50% investment from Governme nt a nd 50% from othe r sources than Gove rnment
4 - 100% from Governme nt Funds

8-36

PLAN FINANCING OPTIONS

9.

INSTITUTIONAL ARRANGEMENTS

Mumbai is not alone in wrestling with the problem of economic and governance reform. As a city region expands it
suggests that the MMR
often outgrows its governance arrangements and has to re-invent itself.
faces the challenge of delivering region-wide services such as transportation. Considering this, alternative sources for
funding the plan and/or projects, are explored and potential institutional arrangements are presented.. These are very
is only to identify options
complex multi-faceted and multi- dimensional issues and the mandate of
rather than to make firm recommendations. That being said, it is evident that the resource mobilization needs of
are so large, small adjustments in existing funding sources and institutional responsibilities will not be
adequate to address Mumbais problems if it is to chart a new course over the next 25 years. During consultations
with many stakeholders across the region there were no dissenting voices on the desirability of resource mobilization
and institutional reform or change in the region. Given the role and mandate of MMRDA, it is our considered view that
MMRDA should take up that leading role, with full support of state government and participation of local governments.
Review of institutional arrangements in major international metropolitan regions, review of existing institutional
framework, insights and directions for institutional strengthening, evolved institutional reform options and the Action
proposed transport plans are presented in this chapter.
Plan for implementation of

9.1.

A REVIEW OF INSTITUTIONAL ARRANGEMENTS IN MAJOR

INTERNATIONAL METROPOLITAN REGIONS

1.
Some large international cities and regions are reviewed to understand and/or determine the
institutional changes that have taken place in last one decade.
2.
Potentially, there are almost as many institutional structures as there are cities. From
transportation perspective however, there is a very strong common trend that urban transport is
increasingly being planned, managed and funded as a region wide service.1 The successful unified
transportation agencies are those that were structured around procedures to secure sustainable and
predictable funding mechanisms, in additional to achieving service integration and rationalized
priority setting.
3.
Examples below illustrate the size and governance of institutions which have main role as
creation of transport infrastructure and its governance. The mode of governance varies in each case
but important aspect to note here is that its format is developed in response to the requirements in
each city. Mumbais unified authority needs will undergo changes as the environment demands.
9.1.1. GREATER VANCOUVER TRANSPORTATION AUTHORITY- TRANSL INK, C ANADA
4.
Vancouver, like Mumbai, is a port city on the Pacific coast of
Canada and is ranked in the top five cities of the world in terms of the
quality of living. Vancouver also has one of the most progressive
unified regional transportation agencies in North America known as
TransLink. TransLink is responsible for roads, bridges, the light rail
transit, buses, ferries, ITS, transportation for the disabled and air

Those metropolitan regions that have not put in place a regional transport authority seem to be aspiring to do so. Institutional
arrangements can have a complicated political history and reforms can have considerable political baggage and can generate much
citizen emotion. Restructuring the delivery of urban transport often raises more political concern (loss of local political control) than
public concern.

INSTITUTIONAL ARRANGEMENTS

9-1

TRANSFORM
quality management. The authority is managed by a board of directors which is constituted by the
mayors of the municipalities within the Greater Vancouver area. The transportation services are
delivered by a number of wholly owned subsidiaries, which prior to the formation of TransLink were
independent operators of the same services and were acquired by TransLink. Political Structure and
Corporate Structure of TransLink is shown in Figure 9-1.

Figure 9-1: Political Structure and Corporate Structure of TransLink

9-2

INSTITUTIONAL ARRANGEMENTS

TRANSFORM
5.
(a)
(b)
(c)
(d)

Funding sources and proportion of funding received by the TransLink is:

Transit Fares 36%;
Motor Fuel Tax 32%;
Property Taxes 27%; and
Other Revenues 5%

6.
Implementation of major capital projects typically involves the negotiation of funding support
from senior level government agencies. TransLink borrowing is secured with provincial guarantees.
7.

Mumbais institutional requirements have relevance to TransLink in the following respects:

(a)

Responsibility: Responsibilities assigned are common e.g. comprehensive transport planning and funding
including development of major road/transit networks, demand management and environment impact
management;
Objectives: Similar overall objective of the development and implementation of transportation plans that would
meet the objectives of the Metropolitan Area or Province;
Coordination: Overall co-ordination mechanism as TransLink is required to liaise with the stakeholders within
their jurisdiction and external agencies like State, Central Governments and private partners; and
Funding: TransLink needed enacting legislation for empowerment. The sources of revenue are potentially
similar e.g. Transit fares, fuel taxes, property taxes, user levies/surcharges and advertising.

(b)
(c)
(d)

9.1.2. LONDON: TRANSPORT FOR LONDON-T HE GREATER LONDON AUTHORITY (GLA)

8.
The Greater London Authority was established in 2000. It is headed by an elected mayor and
has an elected assembly of 25 members ( Figure 9-2). In addition, some nine (9) members are
elected to the European Parliament. The term of office is for 4 years. Within the GLA area there are
32 boroughs, each with their elected municipal councils.

9.
Mayor of London is not a ceremonial position. It he is the Chief Executive Officer of the
authority and is responsible for managing four separate organizations known as the GLA Group (
Figure 9-2). They are (1) London Development Agency - which is responsible for the promotion
development of London; (2) Metropolitan Police Authority - which provides policing for all of
London; (3) Fire and Emergency Planning Authority - which oversees emergency protection
throughout the GLA and monitors assists each of the borough councils on similar undertakings; and
(4) Transportation for London (TfL) - is responsible for Londons buses, the Underground, the
Docklands Light Railway (DLR) and the management of Croydon Tramlink and London River
Services and is responsible for maintaining and managing road network.

INSTITUTIONAL ARRANGEMENTS

9-3

TRANSFORM

Figure 9-2: Organisation Structure of Greater London Authority, Boroughs Areas and GLA Group

Bus Operations:
10.
London Buses manages bus services in London. It plans routes, specifies service levels
and monitors service quality. It is also responsible for bus stations, bus stops and other support
services. The bus services are operated by private operators, which work under contract to London
Buses.
11.
Londons bus network is one of the largest and most comprehensive urban transport systems
in the world. Every weekday over 6,800 scheduled buses carry around six million passengers on
over 700 different routes. The network is also dynamic and responds to changes in Londons growth
and changing needs. Every year a fifth of the bus service is re-tendered, with around half of the
network subject to some level of review.
London Underground (The Tube):
12.
London Underground Limited was formed in 1985, but its history dates back to 1863 when
the worlds first underground railway opened.
13.
Today London Underground is a major business, with over 3 million passenger journeys a
day, some 500 peak trains, 253 stations owned (275 served), over 12,000 staff and vast engineering
assets.
14.

London Underground Public Private Partnership (PPP) - The PPP structure divides the

9-4

INSTITUTIONAL ARRANGEMENTS

TRANSFORM
London Underground into four parts for the next 30 years three private sector infrastructure
companies, or Infracos, and a public sector operating company, namely London Underground, who
will also manage the PPP contracts and provide train operators and station staff.
Londons Action Plan 2005 2016
15.
It is interesting to note that in Londons Action Plan London could be replaced with Mumbai
and it would apply, almost without change. The Strategy is formulated with a vision of creating
London as a sustainable world city with strong long-term economic growth, social inclusion and
environmental improvement. Key highlights of the strategy are:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
(n)
(o)

Support the delivery of the London Plan, to promote sustainable growth and economic development;
Deliver healthy, sustainable, high quality communities and urban environments;
Address the impacts of concentrations of disadvantage;
Deliver an improved and effective infrastructure to support Londons future growth and development;
Tackle barriers to employment;
Reduce disparities in labour market outcomes between groups;
Improve the skills of the workforce;
Address barriers to enterprise start-up, growth and competitiveness;
Maintain Londons position as a key enterprise and trading location;
Maximise the productivity and innovation potential of Londons enterprises;
Ensure a coherent approach to marketing and promoting London;
Co-ordinate effective marketing and promotion activities across London;
Maintain and develop London as a top international destination;
principal UK gateway for visitors, tourism and investment; and
Work in partnership to deliver this action plan.

16.
Although the operational mechanism for overall coordination of the two authorities may vary,
the following arrangements adopted for London that would be interest to Mumbai:
(a)

(b)
(c)
(d)
(e)
(f)

(g)

Separation of Authority: There is a clear separation of powers within the GLA between the Mayor - who has an
executive role, making decisions on behalf of the GLA and the Assembly, which has a scrutiny role and is
responsible for appointing GLA staff;
Appointment of Commissioners: It has separate Commissioners for Surface Transport (Buses and Roads
included), Rail Division for National Rail, London Underground and Support Services;
TfL Board of Directors: This is composed of individuals having a strong background in transportation with the
majority from the private sector. It is essentially a non-political Board;
Advisory Panels: for Underground, Surface Transport, National Rail, Committees for Safety, Health and
Environment, Finance and Audit;
Privatization: London have fully privatized the operations of their bus systems and partly privatized the
underground systems;
Congestion Pricing: It was introduced on February 17 2002 in Central London with daily rate of 5 pounds
sterling, which was raised to 8 in July 2005. In 2005 the congestion charge revenue was 254 million pounds but
it cost 144 million pounds to collect it. The net revenues from Congestion Charge are spent on improving
transport in keeping with the Mayors Transport Strategy to reduce private vehicle use; and
Transit Operating Subsidy: The annual cost of operating the transit services provided by TfL is 4,635 million
but the operating revenues are only 2,196. Transit operating deficits and capital costs have to be largely borne
by governments. Apart from Tokyo, this funding characteristic is typical of larger cities.

9.1.3. NEW YORK: METROPOLITAN TRANSPORTATION AUTHORITY (MTA)

17.
The MTA is the largest public transportation provider in the Western Hemisphere ( Figure
9-3). Its agencies serve 14.6 million people spread over 5,000 square miles (13,000 sq km) from
New York City through southeastern New York State (including Long Island and the lower Hudson
Valley) and Connecticut. MTA agencies move more than 2.4 billion rail and bus passengers a year.
18.
MTA is a public benefit corporation established by the State of New York in 1965 and is
governed by a 17 member Board, appointed by the Governor, the Mayor of New York and the
Counties in the service area. There are also non-voting individuals representing passengers and
transport unions on the board.
INSTITUTIONAL ARRANGEMENTS

9-5

TRANSFORM
19.
The annual operating expenses of MTA are about US $ 8.75 billion but fare revenues are
only US $ 4 billion. Toll revenues amount to $1.2 billion with US $ 3.6 billion having to be paid in
subsidies by the State and local municipalities. The fare box recovery ratio has declined from 57.8%
to 41.6% over the past 10 years. The Federal Government does not contribute towards operating
deficits.
20.
In the period 1982-2005, MTA capital spending was US $ 50 billion funded from the following
sources:
(a)
(b)
(c)

Federal Grants 34%;

Bonds & Debt Borrowings 38%;
State Contributions 5%;
(d) City Appropriations 7%; and
(e) Others 16%.

21.
The levels of government subsidy to fund transit in New York are typical of USA transit
properties. The integration and coverage of transit in the region surrounding New York City is very
impressive, but expensive, with government subsidies representing about US $ 250 for each resident
in the service area.

Figure 9-3: Metro System and Commuter Rail System in New York

22.
Lessons for Mumbai: New York City and its surrounding counties could not function without
the metro and commuter rail systems. The governments and the citizens appear to be prepared to
pay both capital costs and operating subsidies to provide these essential services. While the US $
3.6 billion of government operating subsidies appears to be large it probably represents less than 1%
of the GDP of the region. While Mumbai does not have to greatly subsidize transit operating costs,
(except for BEST which is bus transit operating corporation) improved transit in Mumbai to more
world class standards may have to come at a price, outside of the fare box.
9.1.4. PORT AUTHORITY OF NEW YORK AND NEW JERSEY AUTHORITY
23.
On April 30, 1921, the Port of New York Authority was established to administer the common
harbor interests of New York and New Jersey. The first of its kind in the Western Hemisphere, the
9-6

INSTITUTIONAL ARRANGEMENTS

TRANSFORM
organization was created under a clause of the Constitution permitting Compacts between states,
with Congressional consent.
(a)

(b)

(c)

Jurisdiction: An area of jurisdiction called the Port District, a bi-state region of about 1,500 square miles
centered on the Statue of Liberty, was established. In 1972, the organizations name was changed to the Port
Authority of New York and New Jersey to more accurately identify our role as a bi-state agency;
Mission: To identify and meet the critical transportation infrastructure needs of the bi-state regions businesses,
residents, and visitors by providing the highest quality, most efficient transportation and port commerce facilities
and services that move people and goods within the region, providing access to the rest of the nation and to the
world, and strengthening the economic competitiveness of the New York-New Jersey metropolitan region; and
Governance: The Port Authority is a financially self-supporting public agency that receives no tax revenues
from any state or local jurisdiction and has no power to tax. It relies almost entirely on revenues generated by
facility users, tolls, fees, and rents. The Governor of each state appoints six members to the Board of
Commissioners, subject to state senate approval. Board Members serve as public officials without pay for
overlapping six-year terms. The Governors retain the right to veto the actions of Commissioners from his or her
own state. Board meetings are public. The Board of Commissioners appoints an Executive Director to carry out
the agencys policies and manage the day-to-day operations.

Decades of Transport Building:

(a)

(b)

(c)

Tunnels & Bridges: In 1930, the two states gave the Port Authority control of the recently opened Holland
Tunnel. The Port Authoritys first charge was to construct the critical interstate crossings in the late 1920s and
early 1930s, including the George public-private partnership Washington Bridge, Outer bridge Crossing, the
Goethals and Bayonne bridges. In 1937, the first tube of the Lincoln Tunnel was completed;
Airports: In the late 1940s,, the Port Authority leased three airports from Newark, NJ and New York City in
anticipation of the jet age. Newark and LaGuardia airports, along with an infant airport on a large meadow
destined to become John F. Kennedy International, were linked into a regional aviation network; and
Other Transport: In the 1950s and 1960s, the Port Authority Bus Terminal was built and a second deck to the
George Washington Bridge was added. Completed the Lincoln Tunnels third tube, rebuilt many Brooklyn piers
and developed the worlds first container ports at Port Newark and the Elizabeth-Port Authority Marine Terminal.

24.
The Port Authority also acquired the Hudson and Manhattan Railroad and began operating it
as the PATH rail transit system. In the 1970s, the regions interest in port and trade promotion
through construction of the World Trade Center was built.
25.
Lessons for Mumbai: The key lesson for Mumbai from the Port Authority is: (a) providing
asset base for producing mixed income the Authority was financially self sustaining; and (b) Very well
representation of the private sector on the Board of Directors has provided the Authority with a
balanced knowledge base in considering development initiatives to capture inherent values of
Authority lands.
9.1.5. TOKYO
26.
Tokyo, with the population of 30 million covering area of 4000 sq.km is the largest metropolis
in the world. 2 To understand the way Tokyo provides transportation it is necessary to go back to
1987 when the publicly owned Japan National Railways (JNR) financially collapsed under a
mountain of debt. This required the national government to assume the JNR debt and to split JNR
into six privatized regional passenger services. Following this action and being relieved of the debt,
the privatized companies prospered and entered a period of sustained growth and service
expansion.

It is best kno wn for its electronic and technological innovation in the world. In 1980, Tokyo enjoyed rapid economic growth as a
result of its increasingly international outlook and emergence of information society. The Japanese known for their punctuality,
dedication and commitment, achieved high economic growths to make Tokyo as international city with technological
advancement.

INSTITUTIONAL ARRANGEMENTS

9-7

TRANSFORM
27.
Tokyos first line opened in 1927 during the capitals rapid urbanisation and today operates
21 lines owned by two principal operating companies. In addition to the subway, a number of monorail, tram and private lines also serve the city. The capital region also has a very extensive system of
suburban trains. The metro network has matured over four decades which is a lesson in planning
and perseverance for Mumbai.

Tokyo Governance: ( Figure 9-4)

28.
The Tokyo Megalopolis Region, or Greater Tokyo Area, is made up of Tokyo and the three
neighboring prefectures of Saitama, Kanagawa and Chiba. This area is home to around 26% of
Japans total population. The overall population of Tokyo proper is about 12.54 million, and the area
is about 2,187 square kilometers.
29.
Although, it is usual to think of Tokyo as a city, strictly speaking it is a metropolitan
prefecture. This distinction is important because there are a number of cities within the metropolitan
prefecture of Tokyo. Tokyo Metropolis, and each of the municipalities which are a part of Tokyo, are
ordinary local public entities, with the 23 special wards in Tokyo being special local public entities.
30.
The Tokyo Metropolitan Government (TMG), as a regional government, carries out some of
the administrative work, which would usually be carried out by cities - for example, levying and
collecting a portion of municipal taxes.
31.
The Metropolitan government has essential control of firefighting services and waterworks.
Some other services such as the establishment and management of waste disposal sites and
incineration plants, the operation of public hospitals and profit-making projects are shared with the
municipalities. The Tokyo Metropolitan Assembly is the fundamental decision-making body of Tokyo
Metropolis. Governor and 127 members are directly elected by the citizens, and represents the
Metropolis of Tokyo, with a four-year term in the office.
32.
Under the office of the Governor there are many Bureaus, Public Enterprises and
Commissions with the following staffing levels:
(a)
(b)
(c)
(d)

Governors Bureaus 28,000;

Executive Commissions and the Assembly, 1,100;
Public Enterprises, 16,000;
Police/fire fighting, 63,000; and
(e) Schools 62,000.

9-8

INSTITUTIONAL ARRANGEMENTS

TRANSFORM

Figure 9-4: Tokyo Governance

33.
Lessons for Mumbai: There has been a significant decline in industrial employment due to
the off-shoring of manufacturing jobs to lower cost countries. One of the prime objectives of the TMG
is to promote industrial employment growth, which is one of the development objectives for Mumbai
and highlights the global competition in this sector. Because of the levels of rail based transit and
declining employment in the central business areas the TMG policies for transport are more focused
on new freeways and expressways in the outer areas. This change in policy is indicative of the need
to change transport programs to meet shifts in socio - economic trends that would have been difficult
to anticipate. This demonstrates the need to have long term transportation corridor protection
strategies for the region as a whole even if the construction of facilities, are beyond the time frame of
current projections. The governance structure for Tokyo is very complicated and some of the
infrastructure delivery responsibilities are not clear. The privatization of public transit does impose a
degree of simplicity but there still is a requirement for a transit passenger to carry several transit
passes in making relatively simple trips.

INSTITUTIONAL ARRANGEMENTS

9-9

TRANSFORM
9.1.6. EXPLORATORY TOUR BY S ENIOR D ECISION MAKERS OF MMR
34.
As part of the study process, an exploratory tour of some major international cities was
undertaken by senior level decision makers of GoM, who are directly in charge of transportation. This
was to study and identify the adaptability of the successful policies to accommodate urban travel
needs in Mumbai. The study tour provided an opportunity to the decision makers to appreciate wide
spectrum of cities, their problems, situations, transformations and systems in operation covering
varying conditions and situational contexts and the relevance to the Mumbai Metropolitan Region.
9.1.7. FUTURE D IRECTIONS OR LESSONS LEARNT FOR MUMBAI
35.
Some of the key lessons learned from the review and from the exploratory visit of major
cities in the world provide following directions towards according importance, formulation of
authority/agency and strengthening the present institutional setting:
(a)
(b)
(c)

Strong political will and commitment is required to transform a city;

Preparation of mission statement and execution in the time bound manner is essential;
Wider roads with utmost importance to the pedestrian realm, proper street furniture elements including signage,
road making. However, public transport should have the highest priority;
(d) Grade separated interchanges on major arterial roads;
(e) Dedicated lanes for high occupancy vehicles are the part of new strategies;
(f) Each City has utilized different modal transportation systems to best suit the particular corridor needs but
integrated to form a multi-modal network;
(g) Large elevated transit lines are often used to avoid high cost of below ground construction, except in the dense
downtown areas. However, in Tokyo and Kuala Lumpur, the elevated transit successfully passes through dense
commercial areas and even through the buildings;
(h) Multi-modal integration of facilities and elevated skywalk systems are required;
(i) Seamless public transport travel is being achieved utilizing Intelligent Transport System (ITS) technologies and
fare integration;
(j) Landscaping and beautifications of transport corridors are necessary to achieve a world class city status;
(k) Lighting and illumination during night time in city centres and commercial areas are required;
(l) Maximize the capacity of existing right of way of roads by removing all encroachments, widening and improving
the pedestrians foot paths particularly on approaches to transit stations and in commercial areas;
(m) Establish improved ways for cycles and two wheelers to allow people to travel safely between residential areas
and places of employment and railway stations;
(n) Undertake a comprehensive study to determine optimal capacity and configuration of existing Mumbai Airport
and at the same time conduct a comprehensive study of alternative locations for a second airport to meet
longer-term airport travel demands. All airports will require high capacity road and rail connections to serve
passenger travel demands. Airport development should create opportunities for economic growth beyond the
immediate physical limits of the airport lands;
(o) High quality infrastructure to meet the development needs and to attract high value private development is
required in a global economy;
(p) Large scale urban renewal and development programs should be planned and implemented in conjunction with
transport investments;
(q) In order to facilitate the construction and operation of a Metro system in MMR, it will be necessary to provide or
secure other sources of non-fare box revenue including commercial exploitation of lands adjacent to stations,
extensive well designed advertising by all media forms and the development of retailing outlets along high
pedestrian corridors that complement rather than restrict passenger capacity;
(r) Development charges are an important strategy to fund infrastructure costs;
(s) With proper impact assessment the FSI at station areas and along MRT corridors can and should be enhanced
up to 15x density.
(t) Promote high density residential, commercial and employment nodes of development of key intersections and
interchanges between various public transport modes;
(u) Provision of rental housing rather than giving a free house to the slum dwellers;
(v) Establish parking supply and pricing policies that balances the transportation demands of new development and
available road capacity and in addition is supportive of high public transport use;
(w) Undertake a comprehensive review of existing FSI policies in the MMR to establish a program and policy of
creating affordable housing built by the private sector.
(x) Organized open spaces in the form of tot lot to landscaped gardens/public park are essential features of new city
development;
(y) Coastal zone development restrictions are not evident in large urban centres. However, the waterfront
9-10

INSTITUTIONAL ARRANGEMENTS

TRANSFORM
development is eco-friendly with appropriate measures for flood prevention and prevention of water pollution are
required;

36.

These directions are appropriately taken into account in developing the various
proposals and recommendations. Further, are being considered in evaluating and
evolving alternative institutional arrangements for MMR.

9.2.

REVIEW OF EXISTING INSTITUTIONAL FRAMEWORK

9.2.1. CONTEXT
37.
MMR is growing and is changing. Needs of the region, as described earlier are many and
massive posing several complex challenges. Efforts towards strengthening institutional set up are to
meet challenges. Given the scale of demand and investments to be made in the coming years, the
challenges need to be dealt with urgency to transform the region and retain/sustain the expectations
of community. Significant effort in capacity building of the institutions is needed. The World Bank in
one of its reports published noted that Institutional weaknesses are the sources of many
observed failures in urban transport in developing countries.3 This is applicable to Mumbai and
its region. In this context it is more than imperative that institutional aspects are addressed to
overcome the present deficiencies and meet and manage the challenges that are likely to be posed
by the enormous growth of MMR.
9.2.2. NEED FOR INSTITUTIONAL COORDINATION
38.
MMR is large and diverse. As noted earlier, MMR, like other major metropolitan regions,
comprises several authorities and agencies, at various levels of governance. This calls for a body to
take charge of multi-modal transportation system planning, engineering, design, implementation,
operation and maintenance along with coordination with various agencies/authorities.
addresses several strategic issues, besides undertaking transport demand
estimation and preparation of transport infrastructure development plans, along with a financing plan.
For enabling
implementation, an institutional strategy in all its facets at very
strategic level is fundamental. With MUTP initiatives are either over or likely to be coming to an end,
there is a need to identify a clear way forward for implementation of
with strong and
coordinated institutional set up.
9.2.3. REVIEW OF EXISTING INSTITUTIONAL /FUNDING ARRANGEMENTS
9.2.3.1. ROLES and Responsibilities
39.
There are 24 agencies involved in transport sector in MMR. They are directly or indirectly
related to supply and management of the transport infrastructure. These organizations and their
responsibilities are given in Box 9-1.
40.
The existing transport planning and management structure in the MMR comprises, as seen
box above, numerous public agencies and corporate bodies. Responsibility for the general direction
of urban development and urban transport is with the State through Mumbai Metropolitan Region
Development Authority (MMRDA), a regional agency under the State Urban Development
Department (UDD).
41.
The planning and provision of suburban rail services is with India Railways (IR). The
allocation of resources for rail services is subject to the approval of the Planning Commission of GoI.
The suburban rail services are run by two zonal railways, Western Railway (WR) and Central
3

A World Bank publication Urban Transport Strategy Review - CITIES ON MOVE.

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Railway (CR), who operate within the MMR as independent agencies without significant service
integration. Mumbai Railway Vikas Corporation (MRVC) is established to implement projects
included in Mumbai Urban Transport Project (MUTP) and to co-ordinate with CR, WR and other
agencies. MRVC is jointly owned by Indian Railways and the State.
Box 9-1: Organisations and their Responsibilities
Key Responsibility and Jurisdiction Road and related infrastructure in respective municipalities/councils
Municipal Corporations
Greater Mumbai (MCGM) Thane
Kalyan Dombivali
Navi Mumbai
Ulhasnagar
Mira Bhayandar
Bhiwandi-Nizampur
Municipal Councils
Ambernath
Panvel
Naallasopora
Virar
Navagarh Manikpur
Badlapur
Khopoli
Vasai
Pen
Uran
Karjath
Matheran
Ali Bag
Bus services mainly in respective municipalities

Brihanmumbai Electric Supply and Transport (BEST)

Thane Municipal Transport (TMT)

Navi Mumbai Municipal Transport (NMMT)

Kalyan Dombivali Municipal Transport (KDMT)

Mira Bhayandar Municipal Transport

State Government
Mumbai Metropolitan Region Development Authority (MMRDA)
Planning and coordinating authority for MMR
City and Industrial Development Corporation (CIDCO)
Development of Navi Mumbai and Special Planning Authority for Vasai Virar Sub region.
Public Works Department (PWD)
Construction and maintenance of roads, bridges, public buildings in the State
Maharashtra State Road Development Corporation (MSRDC)
Improvement of existing and new construction of roads, highways, expressways and select water transport services in
the State.
Maharashtra State Road Transport Corporation (MSRTC)
Provision of inter-city bus service in Maharashtra State as well as neighboring states
Traffic Police (TP)
Traffic enforcement in Greater Mumbai
Transport Commissionerate (TC)
Grant licenses, issue permits, and collect various transport related taxes, fees and cess in the State
Public Works Department (PWD)
Undertakes development of State Highways, MDRs, ODRs, Village Roads, Maintenance of National Highways
Maharashtra Maritime Board (MMB)
Undertakes development of marine fronts, cargo jetties, ferry wharfs, terminals and inland waterways in State other
than major ports.
Central Government
Central Railways (CR)
Operation of inter-city railway services and part of Mumbais suburban rail system (CST-Karjat-Khopoli)
Western Railways (WR)
Operation of inter-city railway services and part of Mumbais suburban rail system (Churchgate-Virar-Dahanu)
Mumbai Railway Vikas Corporation (MRVC)
Undertaking coordinated planning and implementation of Mumbai suburban rail infrastructure projects.
Mumbai Port Trust (MbPT)
Providing sea transport for cargo and port facilities for countrys trade and commerce.
Jawaharlal Nehru Port Trust (JNPT)
Providing port infrastructure and terminal facilities for bulk container traffic.
Airport Authority of India (AAI)
Providing facilities for passenger and cargo air travel to and fro Mumbai for domestic and international traffic.

42.
Road planning, construction and maintenance is the responsibility of the State Public Works
Department (PWD) and other local authorities. Construction of certain flyovers was undertaken by
MSRDC. The planning and implementation of traffic management schemes is a responsibility of
Municipal Corporation of Greater Mumbai (MCGM) in Greater Mumbai, but it has little technical
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capacity for this increasingly important task.
43.
The bus services within the City of Mumbai are provided exclusively by a municipal company,
the bus division of the Brihan Mumbai Electric Supply and Transport Undertaking (BEST). Municipal
bus services are also provided by Thane Municipal Corporation (TMC), Kalyan-Dombivali Municipal
Corporation (KDMC), Navi Mumbai Municipal Corporation (NMMC), Mira-Bhayander Municipal
Corporation (MBMC) and Maharashtra State Road Transport Corporation (MSRTC).
44.
Maharashtra Maritime Board (MMB) is responsible for planning and development of water
transport. City and Industrial Development Corporation (CIDCO) is responsible for planning and
development of Navi Mumbai and in the Vasai-Virar area.
9.2.3.2. HISTORY OF INVESTMENTS/PROPOSALS
45.
Funding arrangements for urban transport infrastructure and services in MMR are split
between a number of national, state and local government agencies. No single agency has the
clearly mandated role or responsibility for preparing affordable, integrated investment and operations
budgets to meet travel demands and policy objectives. Overall levels of investment have been
lagging demand (most notably on the railways), while maintenance expenditure is about half of what
is needed to maintain roads in good condition. Inadequate funding for transport schemes at the
various levels has also affected Mumbai.
History of Project Implementation:
46.
The following examples are given to illustrate how Mumbai dealt in past with its Transport
Strategies and Action Plans. 4

(A)

BUS IMPROVEMENT PLAN OF 1981:

47.
This was a part of the World Bank aided BUTP. It aimed at improving bus travel in Mumbai.5
Majority of recommendations were implemented. The World Bank commended the efforts made by
the city authorities of Mumbai in its policy paper of 1985. The key to this has been identification of a
set of short term improvements projects and mandating projects appropriate by agencies with the
task of implementation. This initiative did lead to the success.

(B)

ROAD DEVELOPMENT PLAN FOR BMR, 1985:

48.
Planning for Road System in Bombay Metropolitan Region, carried out by the Central Road
Research Institute (CRRI)6, identified MMRs transport systems constraints. The needs assessment
led to working out the investments needed. The projects recommended by the study were not fully
implemented in the absence of funding strategy.

(C)

COMPREHENSIVE TRANSPORT PLAN, 1994:

49.
This strategy formed the backdrop for MUTP. It looked holistically at Mumbais multi modal
transport requirements and firmly stated that suburban railway is the backbone of Mumbais
transport system and that no improvements in transport system would make any sense without
4

The reasoning behind adoption and rejection of improvement proposals by the City to certain extent gives some signals on
requirement of coordinating agency empowered with funding authority and ability.
The recommendations included traffic management measures including upgraded signaling system, purchase of bus fleet,
upgrading of BESTs infrastructure, extensive training for the staff from BEST, MCGM, Traffic Police and BMRDA.
6
This study was perhaps the best strategy work produced in India at the time. The prime mover for this study was BMRDA and PWD
Maharashtra, although other agencies also contributed to the consultancy fees. The CRRI plan not only took into account
transport problems of whole of BMR in terms of coverage, but also attempted for the first time, interaction of road and rail traffic.
The study projected high future traffic growth and proposed many new and upgraded road projects. However, except for limited
improvements of a few road links, the recommendations were set aside.
5

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enhancement in the suburban rail services. There was all round ownership to the recommendations.
It still continues to provide direction to most of the transport initiatives of MUTP and also other
projects in Mumbai.
50.
The plan included suggestions with the perspective of the short, medium and long terms. It
also proposed potential resource commitments from the agencies. The commitment of resources
took several years to negotiate. One need has been the putting the requisite then identified some
institutional framework in place which included the establishment of MRVC. Further, most important
of all is that there was a considerable level of institutional coordination, which the region had not
witnessed in the past.

(D)

SUMMARIZING P AST EXPERIENCE:

51.
The key lessons learnt from the past experiences, apart from others, include absence of long
term sustainable resource mobilization mechanism and funding strategy.
9.2.3.3. EFFECTIVENESS OF CURRENT INSTITUTIONAL ARRANGEMENTS
52.
The current decision making process involves fairly wide consultations and thus has become
long drawn and cumbersome process. The consequence is the complexity and insufficient
coordination between sectors and modes. Finance and coordination amongst agencies has always
been paramount consideration and it will continue to be so in the mechanism that needs to be
evolved.

9.2.3.4. PROBLEMS OF D EFICIENT COORDINATION:

53.
Delays in Implementation: Infrastructure project implementation has experienced
considerable delays, which are the outcomes of the poor accountability and weak inter-agency
coordination.
54.
Absence of single-window clearance system: A clear message which surfaces from a
review of project delays in MMR is that they occur not only on account of paucity of funds. The
multiple reasons include prolonged acquisition of land, R&R, environmental objections, inability to
adjust user charges and tariff on time, lack of comprehensive project assessments of need and
justification and financial viability, absence of automation and use of IT tools, inadequate legislative
provisions, lack of accountability for raising financial resources, inadequate capacity and skill sets
available in procurement of works, goods and services, and absence of importantly the utility
mapping. The root cause for many of these is a non-existence of one implementing authority and
absolute absence of single-window clearance system.
9.2.3.5. DELAYS AND PUBLIC REACTION
55.
Review of the delays and public disapproval brought into focus disappointing working of the
organizations responsible for transport infrastructure and revealed the following key factors.
56.
Overwhelming Occupation in the Day to Day Activities: The majority of the agencies are
concerned with on-going operations. The Mumbai Metropolitan Region Development Authority
(MMRDA) and City and Industrial Development Corporation (CIDCO) are exceptions as they have
been primarily carrying out both short term and long term planning activities for their jurisdiction. On
the contrary MCGM and Public Works Department (PWD-Roads) are comparatively more deeply
involved in the implementation of projects. In MMRDA also the executive function is becoming a
priority.
57.
Difficulties in Cutting across Command Boundaries: In implementation of major projects
cutting across the jurisdictional boundaries causes difficulties. If they are not addressed promptly the
result is often indecision, delay and sometimes even cancellation of projects.
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58.
Mobilization of Resources: Long term transportation strategies will have little meaning
unless the funding of the strategies is based on a meaningful financing strategy. Financing for urban
transportation, like, many other aspects of transportation involves complex issues regarding cost and
benefits. This is because the benefits of transportation are so wide spread and are critical to of the
efficient functioning of a city. Regardless of these complexities those government institutions
responsible for urban transportation now have to pursue a wide range of resource mobilization
options.
59.
Prioritizing Constituents of Institutional Requirements: In making proposals on
institutional change, there is a need to take into account the advantage of building a successful
existing organization and avoiding new legislation to the extent possible

9.3.

INSIGHTS AND DIRECTIONS FOR INSTITUTIONAL STRENGTHENING

60.
On account of the crucial role played by the institutions in the transport sector in MMR, it is
felt important that major aspects of governing the functioning of the transport sector institutions7 are
considered while recommending solutions/options. The ensuing paragraphs outline insights and
directions on the institutional strengthening aspects.
61.
(a)
(b)
(c)
(d)

The appraisal of institutional measures in MMR therefore address the following:

Whether the desired institutional entity is properly organised?
Whether its management is adequate to do the job?
Whether indigenous capabilities are being used effectively? And
Whether policy or institutional changes are required outside the entity to achieve the desired project objectives?

62.
Effective institutional framework is of critical importance to successful transport systems.
Because of the many external and internal interdependencies, Mumbai transport does not fit easily
into existing institutions and requires substantial co-ordination between the concerned agencies.8
63.
There may not be a universally ideal institutional framework applicable to all cities in India.
Each city would be required to develop its own unique solution based on its political and cultural
influences and technical resources. Even from the same state, a framework could differ from city to
city, though the macro level policies could be the same.
64.
Apart from inadequacies described as part of the review of existing institutional set up in
MMR, it is further felt that the difficulties encountered by transport sector institutions in MMR are
broadly at two levels, viz. at the city level and at an organisational level.
9.3.1. DIFFICULTIES ENCOUNTERED AT C ITY LEVEL
65.

Lack of Inter-Sectoral and Institutional Co-ordination

66.
A difficulty often perceived is the lack of co-ordination between agencies in the transport
sector and other allied sectors such as housing, urban development, etc. This lack of co-ordination at
the planning stage itself precipitates numerous problems, as schemes and projects are planned
keeping in mind the requirements of the transport sector alone without taking into consideration the

In MMR there are multiple organisations responsible for various transportation related matters. Each of these organisations
formulates projects based on its own narrow missions without considering those of other organisations. This results in projects
with conflicting objectives, inconsistent with the overall development objectives.
Institutional co-ordination and strengthening are a necessary focus for any public transport activity. In the recent Institutional
Development Strategy review for BEST it became clear that in upgrading its operations improved institutional performance of its
own enterprise should be given higher priority over improving financial and operational performance, the latter being regarded as
secondary objective.

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needs of other competing sectors. This often results in schemes with conflicting objectives which are
inconsistent with the overall development objectives.
67.
Presently, in the Greater Mumbai and the Region, the officials of organisations in the
transport sector and other allied sectors may not be meeting frequently to discuss their requirements
and constraints in the ongoing activities and future plans - a factor further responsible for the
inadequate coordination.9 Integration of transport development with overall urban development will
alone ensure the spatial consistency of the basic development objectives.
68.
It therefore becomes imperative that effective inter-agency co-ordination is achieved at
national, regional and municipal/local government agencies levels. Progress towards this attainment
requires investment over a long time frame. 10
69.
MMRDAs Constrained Institutional Influence: MMRDAs role in its early days in
coordinating investments is heavily constrained in practice except when it became a lead agency in
implementing and coordinating the projects funded by the international funding agencies.
a. Difficulties in Co-ordination Institutional Co-ordination Experience

70.
Difficulties in coordinating the roles of Central, State and Local Government Agencies often
result in a lack of responsibilities and a consequent undermining of accountability.
71.
Mumbais Institutional Co-ordination Experience: The Union Government is institutionally
responsible for the Western Railways and Central Railways. The Indian Railways (IR) for long time
claimed that suburban rail, in financial term was in the red. Not surprisingly they, therefore, avoided
major capital investments. After the experience of Calcutta Metro, the 1985 IRs Corporate Plan
specifically excluded all major urban projects. During this time the Mumbais suburban railways were
often referred to institutional orphans or if at all, had too many masters, none of whom showed
keenness in wanting them.
72.
Emerging Lessons from Mumbais Experience: Clear-cut and well-defined areas of
responsibility need to be chalked out for national and state organisations so that no task is left
unattended and simultaneously there is no duplication of efforts. Demarcation of authority at various
levels need to be specific and well-defined. Resource allocation among various Government
agencies also creates problems, because at the national level resources are usually allocated sectorwise and not area-wise making spatial planning problematic.
b. Clarifying Role of Government

73.
A critical review of the role of the Government thus assumes great importance. This can be
done by establishing the necessary and important functions of the Government and then by
questioning Government involvement in other functions in terms of cost-effectiveness of that
involvement. 11

It has been observed that although transport demand and land use are intricately linked, the bodies responsible for transport
planning and land use development are different. There are difficulties of institutional coordination which need to involve different
levels of Government, with more than one agency sometimes responsible for the same function.
10
The issue is not whether, but rather ho w to undertake this for time and again project-based ad hoc initiatives have failed to
generate large and substantial improvements. Moreover, the scale of this investment is almost always small in relation to
expenditure on works and equipment.
11
. In India, transport is a concurrent subject, i.e. both Central as well as State Governments are concerned with it though the State
Government plays the major part. The task of creating and maintaining the institutional framework in which transport of all modes
can function efficiently should be the State Governments responsibility. Such a framework should have regard to the nature of
inherited transport system, business culture, social, regional and other policies as well as economic realities and aspirations.
What Government is trying to achieve and what Government actually influences differ considerably.

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74.
Leading Role for the Government: The ability of the Government to provide, or at the very
least influence the provision of infrastructure, determines the roles of various modes and the means
by which these are to be developed. Government must take a leading role to provide and enforce the
transport laws necessary to ensure safe and efficient operation of the various modes. Considering
that the critical responsibility to shape the future transport requirements and policies often lies with
Governments. It is extremely important to ensure the provision and maintenance of the desired
infrastructure along with the optimal and rational use of resources and the existence of the necessary
institutions to promote and monitor transport activities.
75.
Freedom to Others for Ensuring Viability and Public Satisfaction: It has been observed
that public transport services operate efficiently with a minimum of Government control in day-to-day
functioning. In particular, the freedom to set fares in response to market factors is more likely to
ensure the balancing of supply and demand. In addition, the absence of financial controls by
Government creates a favourable climate for investment in public transport. Similarly the freedom to
determine the routes, size of fleet, and frequency of services, particularly where competition exists,
enhances the likelihood of economic viability and public satisfaction.
76.
The recognition of role of the Government along with an identification of the merits and
demerits is essential. Some of the recent examples for improving institutional arrangements are as
follows:
(a)

(b)
(c)

CENTRAL GOVERNMENT: Establishment of MRVC in 2000 resulted in providing Central and State
Government partnership in executing large scale projects included in MUTP. Proposed development domestic
airport with participation of private agency is another example;
STATE GOVERNMENT: Establishment of MSRDC by PWD Maharashtra in 1990s represents an initiative in
delegating construction activity to an autonomous corporation; and
LOCAL GOVERNMENT: Pay and Park system operational since mid 1970s in Mumbai is an example of
outsourcing of monitoring of vehicle parking in the CBD. This arrangement interrupted for some time due to
inadequate legislative provisions was revived in early 1990s. The city bus service owned by the MCGM has
been outsourcing several engineering and maintenance activities to private agencies.

c. Multiplicity of Organisations

77.
It is rare to find a single authority with the comprehensive authority needed to deal with the
large range of transport problems and to co-ordinate overall solutions.12 With the multitude of issues
involved, passenger transport in Mumbai is one area which needs utmost co-operation of and
communication between different disciplines for solving the complex problem immobility.13
78.
The Mumbai Corporation carries out its own plans for the construction of new roads, road
widening, redevelopment of junctions, etc. Some part of this planning is again re-examined and
fortified in the Urban Development Department (UDD) of the State Government. (Lately MMRDA also
has a role in execution of road construction and maintenance). The UDD also carries out land use
planning for various Government lands. Another department in the State Government allows
industries and commercial centres to be located in and around the city. The State Housing Board
develops new housing colonies. The Slum Clearance Board is responsible for diverse set of housing
activities in Mumbai. Many times BEST, bus transport operator is not fully aware of the land use
planning plan which is the most important factor for assessing possible traffic generation. Traffic
enforcement and education is the responsibility of the Mumbai Traffic Police, one more independent
12

13

Instead authority is usually is divided among several agencies, each dealing with different elements of the traffic problem. Often
too, the boundaries of these agencies authority tend to be indistinct, the result being a duplication of responsibility, an
undermining of accountability and resistance to change.
The major problem seems to be the existence of a large number of organisations responsible for the transportation sector, each
with its o wn specific responsibility to fulfil.

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department. Even between the two transport operators, viz. the Indian Railways which operate the
suburban rail system and BEST which operates the public bus system there needs considerable
improvement.
79.
Impact of Multiplicity of Organisations on Traffic Congestion in Mumbai: The intricate
problem of traffic congestion in the metropolis of Mumbai is thus attacked by different organisations
in their own ways. Each develops a solution depending on its own specialisation. In the mean time,
the congestion keeps rising day by day and it creates a vicious circle. There is a time lag even in
these individual solutions and, therefore, they become outdated pretty soon because congestion
keeps on increasing.
80.
Multiplicity of organisations leading to a fragmentation of responsibilities need to be
effectively tackled, as it forms the central component of the institutional problem.
d. Resource Allocation

81.
Resource allocation is another factor which seriously affects the performance of institutions.
Lack of adequate resource allocation has a crippling effect on the institutions affected, and seriously
impedes their smooth and unhindered operation. In appropriate allocation of funds often leads to the
poor execution of projects, the priority and objectives of which are strictly questionable. Also the
inequitable distribution of funds often results in unbalanced development and ultimately structural
crisis of the urban transport system as a whole. Untimely distribution of funds frequently results in
delayed implementation or at the worst non-implementation of essential schemes, thereby worsening
the already volatile situation.
82.
BEST receives no funds from the parent body viz. the MCGM. On the other hand, BEST has
to make a certain statutory contribution of funds to MCGM. BEST also receives no funds from the
Central or State Governments. Whatever funds are required by the BEST for its capital expenditure
are at present obtained from its internally generated resources, a fact which results in only partial
fulfillment of the proposed plans. A further constraint on BEST stems from the fiscal policy adopted
by MCGM. It receives only a fraction of the funds raised. This is leading to severe financial
shortcomings.
83.
Distribution of resources thus needs to be undertaken keeping in mind the complimentary
needs of various organisations responsible for transport as well as the competing needs of allied
sectors with a view to ensuring balanced and equitable development.
9.3.2. DIFFICULTIES ENCOUNTERED WITHIN INDIVIDUAL TRANSPORT AGENCIES
84.
Numerous problems exist within each agency responsible for transport. These problems are
a complex mixture of various issues, some of which are discussed below.
85.
Functional Responsibilities Unrelated to Available Resources: The roles and
responsibilities for which individual units within an organisation are established are hardly fulfilled.
Rarely are these units staffed with the professionals required to accomplish the objectives which in
the first place justified the establishment of the units themselves. This particularly applies to road
transport. Thus, the objectives desired are seldom achieved and the very purpose of setting up the
unit gets defeated.
86.
The Municipal Corporation or PWD or BEST do not have a specialised transport planning cell
although the corporation had traffic engineering department. This department, except very few traffic
engineers is staffed with engineering staff from other engineering branches and is created from
within the departments, sometimes with background remotely related to those required in the unit.
BEST had personnel with bus route planning experience. Until recently transport planners, system
engineers were rare commodity except in the MMRDA where experienced staff are available. Thus
the operation of transport organisations themselves is affected by the inadequate and specialised
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staff, as a result of which specialised functions such as transit planning suffered. MMRDA
commissioned a number of transport studies and attended to the emerging requirements, including
liaising with the external funding agencies.
87.
Inadequate Training of Staff: The level of training provided in transport organisations in the
cities leaves much to be desired. This is more apparent at medium and senior levels of management.
As a result, the institutions are ill-equipped to deal with the problems they encounter. Adequate
attention is rarely paid to human resources development and little recognition is paid to its long term
advantages. Training requirements are seldom predicted in advance and whatever training is
provided is at a very low level. Until recently very few attempts were made to inculcate awareness to
technological advances made in the urban transport organisations, or to explore the possibility of
their application to the Indian cities. In some organisations the training programmes, whenever
conducted were rarely taken seriously.
88.
During the World Bank aided Bombay Urban Transport Project (BUTP) in the late 1970s
extensive training was provided to officials from transport organisations in the city. BUTP also
generated extensive traffic planning and management activity in the city but the tempo was not
maintained and the Traffic Cell in the Corporation considerably depleted. (In fact Traffic Management
is not identified as a statutory function in the Corporation until the BMC Act was amended in 2002).
With recent commencement of MUTP, MUIP and other large investment projects the authorities have
started realising that the cost incurred on training programmes is a small fraction of what would be
needed for bringing about improvements and changes as a result of conceived schemes.
9.3.3. REQUIREMENT OF LEGISLATIVE SUPPORT
89.
In order to promote integrated Mumbai transport system development, regulate transport
services comprising of various modes and to enable inter and intra-sectoral coordination,
consolidation of objectives, functions, process and procedures under one comprehensive statute is
required. There appears to be a need (in the absence of a National Urban Transport Act) to enact a
legislation in respect of :(a) construction, operation and maintenance of suburban rail, LRT, future
metro etc. (b) Safety in public transport, (c) Land acquisition / reservation for urban transport
infrastructure, (d) Traffic regulation in the city, (e) Financing and Pricing and (g) Establishment and
empowering coordinating authority. In the absence of such legislation, Mumbai may face a number of
unexpected problems. (For example, during Calcutta Metro construction, all activities came to a
stand still when a resident, who was unwilling to give up his property, brought a stay on construction
of Metro). There are other specific provisions required in legal matters. Some of them are noted
below:
(a) Support for Traffic Management: As noted earlier, a grave shortcoming in the municipal statute was identified
in the CTS 1994 report to give the Corporation responsibility for provision of facilities for traffic management,
modal integration outside railway stations and at ferry landings, control of on-street and public off-street parking
and management of traffic demand.
(b) Overcoming Constraints for Exercising Financial Power: Some modifications to existing legal powers are
required in respect of finance to enable MMRDA to raise funds for carrying out development by levying
betterment charge.

9.4.

EVOLVED INSTITUTIONAL REFORM OPTIONS

9.4.1. NEED FOR CHANGE

90.
It is evident from the above discussion that in MMR there are multiple organizations
responsible for various transportation related matters. The discussion (Box 9-2) further clearly reveal
the need for change. In additions the directions for strengthening also clearly demonstrates the
urgency with which this important aspect to be attended to for various reasons. It is imperative that
major way forward is achieved and efforts towards institutional strengthening are taken up.

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Box 9-2: Need for Institutional Structuring
(a) Multiplicity of agencies;
(b) Difficulty in coordinating the roles of central, state and Local Government agencies;
(c) Lack of inter-sectoral institutional coordination resulting in schemes with conflicting objectives which are
inconsistent with overall development objectives;
(d) MMRDAs constrained institutional influence;
(e) Lack of adequate resource allocation has a crippling effect on the performance of the institutions resulting in
delayed implementation or non implementation of essential schemes;
(f) Difficulties encountered Within Individual Transport Agencies;
(g) Functional responsibility unrelated to available resources;
(h) Rarely the transport planning/ execution/ operational organizations are staffed with the professionals required
to accomplish the given objectives;
(i) Inadequate trained staff resulting in inability to deal with the problems they encounter. This is more apparent at
medium and senior levels of management;
(j) Lack of legislative support;
(k) In order to promote integrated transport system development, regulate transport services comprising various
modes, inter & intra sectoral coordination consolidation of objectives, functional processes and procedures
under one comprehensive statute is required;
(l) Lack of expertise in Traffic & Transportation Planning/ Engineering field; and
(m) No dedicated cell in ULBs and concerned agencies to look after traffic & transportation aspects.

UMTA a Separate Authority or Within a Regional Government Structure?

91.
It is important for regional transport authority to have a specific and focused region-wide
mandate. While existing MMRDA does have a regional mandate, presence of many other
independent ULBs in direct control of the state government through Urban Development Department
dilutes it.
92.
Partly, this is rightly so, as MMR is a very important component of the States economy and
identity. It is also the seat of government, a dominant generator of economic wealth and prosperity,
a centre for institutions of higher learning and many other attributes typical of state capitals of
historical prominence. The specter of the MMR tilting towards the status of a City State is a very
sensitive issue. While Shanghai is often preferred as a model for Mumbai, fundamental difference
between them is on account of the fact that Shanghai is a city-state.
93.
There are on-going debates in many global cities and metropolitan areas on whether the
existing governance structures are appropriate for todays age and demands being put on urban
governments. Cities and regions are arguing that, with current legal frameworks, they cannot access
the range of resources to effectively deliver services, including urban transport. In many older cities,
requirement for resources to maintain deteriorating infrastructure in a state-of-good-repair can far
exceed growth demand.
94.
Mumbai is faced with a large deficit on account of the state of good repair and the need to
expand infrastructure to accommodate rapid growth.
95.
Further, the introduction of a regional form of elected government, in between the State and
the municipalities is constitutionally infeasible. However, MPC is indirectly elected body and the
question is can this be used as a solution by restructuring present legislation?.
96.
Under such circumstances, the most practical solution to establish a regional authority is to
expand the role of MMRDA by fully utilizing its current powers, making the appropriate revisions to its
mandate and establishing a more inclusive accountability process to the citizens of the Region.
97.
The review of the attempts made in the past at the Central, State and Local Government
levels provides considerable insight to the perceived requirements in developing a coordinating

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mechanism in Mumbai. While there have been many good intentions and policies to establish
UMTAs in India there has not been a successful implementation. 14
recommends a regional multi-modal transportation plan for the MMR.
proposals cross jurisdictional boundaries to achieve fully integrated regional transit
and road networks. Because of this, and the physical and financial magnitude of the plan, the
implementation could only be undertaken by a regionally focused authority that has the vision and
legislated powers to equitably mobilize the necessary resources to implement
over
a 25 year time frame

98.

9.4.2. VISION FOR A REGIONAL AUTHORITY

99.
The Authority to be mandated to achieve a transportation future where people and goods
move in a way that promotes a healthy economy, an improved environment and quality of life for
generations to come.
9.4.3. MISSION FOR THE A UTHORITY
100. The Authority to plan, finance, implement and champion an integrated transportation system
that moves people and goods safely and efficiently supporting MMR growth strategy, air quality
objectives and economic development.
9.4.4. PRIORITIES OF THE COORDINATING AUTHORITY
101. The Authority to believe that the only way it can achieve its transportation vision is by
applying the following core values to everything it does.
(a)
(b)
(c)
(d)
(e)
(f)
(g)

Safety: It will plan and deliver a transportation system that promotes health, safety and security of the public;
Fiscal Responsibility: The Authority to invest the public funds wisely to ensure that the system is sustainable
in the long term and the Authority to make every effort to attract financial partners;
Accountability: The Authority is to account for its achievements, shortcomings, challenges to the public,
stakeholders and partners;
Communication and Consultation: The Authority is to listen to and actively seek the ideas of the public,
partners and stakeholders. It is to provide clear and concise information in timely manner.
Customer Service: The Authority to understand its customers and increase their satisfaction with the services
they receive;
Integrity: The Authority to conduct itself ethically, respectfully and honestly as stewards of the MMR
transportation system; and
Teamwork and Partnership: The Authority to work together as partners to achieve a sustainable transportation
network that meets the concern and future needs of the MMR.

9.4.5. OPTIONS FOR A REGIONAL AUTHORITY15

102. The NUTP acknowledges that the formation of a UMTA would have to respond to the
particular needs of the metropolitan area. Several options, that were initially examined included: (a)
Reinforcing the Coordinating Role of MMRDA; and (b) formally establishing a New Unified
Metropolitan Transport Authority (UMTA).

14

Since this report was written, UMTA has been established in Mumbai through Executive Order in anticipation of legislative
support.

15

Based on the review of the existing working of the organizations responsible for transport infrastructure with regard to institutional
performance in MMR, transport institutional arrangements in major international metropolitan regions, previous attempts for
improving institutional and program implementation coordination, etc. the options evolved.

INSTITUTIONAL ARRANGEMENTS

9-21

TRANSFORM
9.4.5.1. OPTION 1: REINFORCING THE COORDINATING ROLE OF MMRDA
103. In a concurrent study on Business Plan for Mumbai Metropolitan Region the report has
recommended additional functional areas for MMRDA and Transport is one amongst them. The
main objective of the proposed MMR Transport functional unit is to provide support in:
(a) Planning and development of infrastructure;
(b) Operating the various services in seamless manner; and
(c) Coordinating all these functions through authority.

104. Since, creation of separate UMTA is expected to take some time, an arrangement is
recommended with the following interim Unified Transport Administration (UTA) for evolving
coordinated transportation set up. To achieve the objectives mentioned above, it is important to
bring together all these authorities creating Unified Transport Administration where decisions are
taken on common platform at State, Regional and at Local level respectively (Ref. Figure 9-5).
Details of the restructuring are presented as follows:
Formation of Transport Board/High Powered Committee:
105. Pending the creation of full fledged Unified Metropolitan Transport Authority, it is proposed to
create Transport Board (TRB) or High Powered Committee: at State Government level to
facilitate the various Authorities belonging to Centre, State and Regional level, to take decisions that
are common to Metropolitan area. Transport Board is to be vested with the mandate to coordinate
between State and Regional level authorities including cost sharing and sort out the differences
between related agencies. It is also find ways and means for financing regional level transport
projects, and form Special Purpose Vehicles (SPVs) as and when necessary. It is to raise required
resources through different instruments. For these purposes, it needs statutory backup.
106. This Board/HPC to be functioning at State Secretariat within the Urban Development
Department, with Minister being the Chairman. The Secretary Urban Development is to coordinate
the Board activities. The Board to have responsible members from Transport and planning related
Stakeholders from Central, (Railways, NH, Ports, Airport etc) State Governments (Transport, Home,
PWD, Municipal Administration, MRVC, MSRDC etc), Heads of Service providers, and the MMRDA
Commissioner as its secretary. It can have invitees depending upon the nature of project under
discussion. MMRDA to provide secretarial, planning and coordination functions of this Board.
Level
Urban
Development
Department

Organizational structure

Transport Board /
High Powered Committee

Strengthening of MMRDA
Authority & Executive Committee

MMRDA

Creation of Directorate of
Transportation
MMR Transport Advisory
Panel

Municipalities
ULBs

Creation of Traffic &

Transportation Division
With Separate Budget

ULB Traffic Advisory Panel

Functions
Financing of Capital Intensive
Projects, &Cost sharing,
Inter Authority Coordination,
Prioritization of Projects
External funding,
Transport Policies
Planning of projects of regional
significance, integrated land use
transport policy, land control,
identification of projects of regional
significance, preparing 5 year
rolling program for transport
infrastructure development, deciding
financing and implementation
(either through other agencies, PPP,
SPV, external funding

Spot improvements, junctions,

signals, markings, signs, parking,
bus stops, road maintenance, and
public representations.

Figure 9-5: Institutional Arrangement for Option I: Strengthening MMRDA to include transport functionsUnified Transport Administration
9-22

INSTITUTIONAL ARRANGEMENTS

TRANSFORM
Strengthening MMRDA:
107. It is proposed to strengthen the MMRDA Authority and its Executive Committee with
additional members in order to represent other stake holders. It is proposed to create additional
Departments to shoulder newly emerging transport functions, by strengthening MMRDA in three
aspects and the details of the proposed organisational structure is presented in the Figure 9-6.
(a) First, by expanding the Authority by involving elected Mayors from all Municipalities and urban local bodies as
regular members and not as invitees to increase their commitment;
(b) Second, by including the Secretaries of Transport and Home Departments in the Executive Committee as new
members in arriving at suitable transport decisions; and
(c) Third, by expanding the functional areas of MMRDA by creating Directorate of Transportation to handle the
newly emerging Metro systems, Regional Highways, Exclusive Bus Lanes/Bus Rapid Transit System, Mono-Rail
systems, coordinating transit and para-transit operations of various service providers, creating integrated
transportation system for seamless travel in MMR etc.

108. The Department is to be subdivided into divisions such as Surface Transport department,
Regional Metro Department, Sub-urban Rail Transport Department (Coordination), Marine
Transport Department, ITS and Corridor Management Department each headed by professional
managers. Further, Regional Surface Transport Department will have two divisions, MMR Bus
Transport Division and MMR Road Transport Division. These departments and divisions are to have
separate supporting professional staff and annual recurring budgets. The Transport Department to
be guided by Transport Advisory Panel for inter carrier and sub regional coordination.
109. In fact, the whole MMR Transport organizational structure presented enclosed in dotted lines
in the Figure 9-6 is equivalent to the role of UMTA. The main purpose of all these departments is to
plan Regional level transport systems and facilities, coordinate all the activities for seamless travel
over the region and to provide common standards and specifications for common to all local bodies.
They are to have team of professionals in relevant disciplines to provide most up to date solutions.
These units to arrive at resource generation plans to create new transport facilities in the region.
Ultimately these units are to take over all the Regional Transport System responsibilities when the
full fledged UMTA is constituted.
110. It must be noted that in this interim model, actual transport services are provided through
service providers, such as MMR Metro Corporation, Regional Bus Transport Corporation, etc;
However, planning of bus routes, common ticketing etc are, arrived at the Transport Advisory Panel
level. The Directorate is to create a centralized Data and Computer Modeling Centre, the
expenditure of which can be shared among beneficiaries. The MMRDA to create separate budget
subheads for Traffic and Transportation projects under the Directorate of Transportation.

INSTITUTIONAL ARRANGEMENTS

9-23

TRANSFORM

Figure 9-6: Proposed Organisation Setup in MMRDA

Creation of Traffic & Transportation Departments in Municipal Bodies:

(a) It is proposed to strengthen Municipal bodies by creation of Traffic & Transportation Departments, supported by
Traffic Advisory Panel with stake holders to coordinate local activities. The proposed organizational setup in (
Figure 9-7);
(b) Necessary technical function is to be provided by Traffic & Transportation Department to be created in each
Local Authority. This unit is to be headed by Transportation professional, and to have separate budget subhead
from out of its regular funds;
(c) The Advisory Panel is to be constituted in respective Municipal Corporations and local bodies. Municipal
Commissioner is chair the panel, with members comprising of RTA, Traffic Police, Bus Transport, Municipal
Transport, and Utility Departments operating in the area etc. The Traffic & Transportation division head to be its
secretary; and
(d) Their functions are to coordinate various functional providers within municipal area, to look after Spot
improvements, design and modify junctions, signals, providing lane markings, traffic signs, parking facilities &
controls, bus stops, road maintenance, and attend to public representations. One of the major issues is to
integrate the services of Electricity, Telephone, water, sewerage and other municipal related services. They can
have separate units for Parking, advertisement etc. All projects that are of regional significance are to be referred
to MMR Board for arriving at decisions. They can approach MMRDA for additional grants.

9-24

INSTITUTIONAL ARRANGEMENTS

TRANSFORM
Commissioner of Police
Corridor Management &
Safety

Other Units

Municipal Commissioner

Engineer Roads

Execution and
Maintenance

Engineer
Traffic & Transportation

Parking &
Bus Stops

Advisory Panel
Traffic Police, Bus
Transport, Trucking
Companies, IPT

Traffic Signals & Signs

and Markings

Figure 9-7: Proposed Organisation Setup in Municipal Corporations and ULBs

111. It is observed that several local bodies have budget sub head for roads, but not for traffic
related works. Traffic related equipment and works deserve equal attention by way of having a
separate sub-head. A separate budget subhead for Traffic & Transportation, is needed and to be
created by ULBs to form part of annual recurring grants. This is will result in ensuring focused
attention on traffic improvements.

9.4.5.2. OPTION 2: FORMALLY ESTABLISHING A NEW UNIFIED METROPOLITAN TRANSPORT AUTHORITY

(UMTA)
112. Potential institutional arrangement to effectively deliver the transport proposals is shown in
Figure 9-8. The main delivery vehicle for transport infrastructure would be three corporations under
the full control of a regional authority namely: (a) MMR Surface Transport Corporation; (b) MMR Rail
Transport Corporation; and (c) MMR Marine Transport Corporation.
113. The MMR Surface Transport Corporation to be responsible for the designated regional
road network. This Corporation is to also take responsibility of all local bus corporations with a
mandate to manage the road network that provides priority to public transport. An alternative to this
arrangement would be to have an integrated bus and rail transit corporation. The argument in favour
of former is that the performance of the road system dictates the efficiency of bus operations. Bus
Operation (people movement) shall take precedence over simplistic vehicle running.
114. The MMR Marine Transport Corporation should oversee the operation of water based public
transport services in the region as suggested in this study. Transport by water in Mumbai
Metropolitan Region, is viewed by some as promising supplementary mode to the rail and road
based public transport system. Main argument in its favour is because the region is blessed with
long coast lines (west and east coast lines). The western coast line is exposed to the Arabian Sea,
whereas the east coast line has comparatively more sheltered waters formed into a bay.
115. A critical economic factor with faster ferries is the high cost of vessel maintenance and the
fuel consumption demands which rise dramatically with speed. The Marine Transport Corporation
mandate is include undertaking balanced assessments of need and justification for any public
investment in marine transport in relation to other planned investments in urban transport. The
Corporate Management Wing of the Regional Authority is to include a complete range of functions to
plan, design, fund, construct, operate and maintain security of persons and property of the transport
infrastructure under its control through the corporations described above. They are: (a) Finance &
Programming; (b) Administration; (c) Legal; (d) System Planning & Integration; (e) Project
INSTITUTIONAL ARRANGEMENTS

9-25

TRANSFORM
Management; (f) Regional Information System/Intelligent Transport System; (g) Public Liaison; and
(h) Regional Transport Police and Security.
116. This would require a major increase in MMRDA staffing levels within the Corporate
Management Wing as well as in each of its implementing corporations. The institutional structure
described would facilitate the contracting out of many delivery functions.

Figure 9-8: Institutional Arrangement for Option 2: Proposed Organisational Structure for UMTA

117. The urgency for this option became apparent after the announcement by the Prime Minister
in Mumbai in August 2006. This could take the form of a separate authority headed by a senior most
bureaucrat (e.g. Chief Secretary) and empowered by a separate legislation to take control of
coordination, integration and funding.
118. Amongst other several functions that UMTA is expected to be responsible, public
transportation is important one. The responsibilities of Regional Road and Transit Transport
Corporation are to manage the public transport in region. The functional roles of this corporation can
have following alternatives:
(a) An agency responsible for the implementation and operation of the proposed Metro system;
(b) An agency responsible for Metro and the Suburban Rail to ensure modal integration; and
(c) An agency responsible for the Metro, the Suburban Rail and all bus systems.

119. There are many international models for each of the options outlined above. There is a clear
trend, worldwide, for fully integrated regional transit to satisfy the desire of transit passengers to
readily transfer between different public modes in order to meet the growing demands for longer
distance commutes. This public transport integration, whether it is in the form of integrated
schedules or seamless fare structures, is essential if public transport is to successfully compete with
9-26

INSTITUTIONAL ARRANGEMENTS

TRANSFORM
the private modes that freely move through the road and highway system traveling door-to-door.
120. The rationale for designating Regional or Metropolitan responsibilities for roads presents a
greater variety of choice, because many of the road links serve a very local but multi- functional
service and are not solely provided for transportation. Water supply, sewerage, electricity,
telecommunications, garbage collection, fire protection and security are all very dependant on a well
functioning road network.

9.5.

UNIFIED MUMBAI METROPOLITAN TRANSPORT AUTHORITY

121. Government of Maharashtra in Home (Transport) Department by its resolution dated 12th
February 2008 established the Unified Mumbai Metropolitan Transport Authority (UMMTA). Copy of
the original Resolution in Marathi is presented in Annexure 9-1.
122. Composition of UMMTA: UMMTA is chaired by the Chief Secretary to GoM with
Secretaries of Urban Development, Planning, Finance, Transport, Environment, Law and Judiciary,
Public Works and Special Project Departments as members. Chiefs of functional agencies such as
Central and Western Railways, MCGM, MMRDA, Police Commissioner, Transport Commissioner,
CIDCO, MSRDC, MSRTC, BEST, Airport Authority of India are also members. In addition, experts in
Transport and Transportation Engineering are also members and Joint Commissioner, MMRDA is
the Member Secretary.
123.
a)
b)

c)

Functional Jurisdiction: Functions of UMMTA cover:

UMMTA shall bring about coordination amongst the agencies working in the transport sector in MMR;
Without prejudice to the Constitutional autonomy of the ULBs, UMMTAs decisions in respect of Unified Transport
Plan, Modal Preference, Priority of Infrastructure, Raising of Finances and their allocation and Working
Procedures shall be final;
UMMTA will be competent to make recommendations or issue directives on following aspects:

Comprehensive Transport Plan for the Metropolis;

Coordination amongst the Regional or City Development Plans and the Regional Transport Plans;

Modal priorities and integration;

Prioritisation of infrastructure development and integration;

Selection of executive agencies for operating infrastructure services;

Bus Rapid Transit;

Economic planning and allocation of financial resources;

Techniques of execution and Public Private Partnership;

Bringing about unanimity amongst various agencies;

Transport related research and knowledge;

Training in transport sector; and

Other work assigned by Mumbai City Planning Committee.

124. Constitution of Committees: For in-depth study of specific aspects, UMMTA will constitute
following committees.
(a)
(b)
(c)
(d)
(e)
(f)
(g)

Planning Committee;
Finance Committee;
Transport & Traffic Engineering Committee;
Traffic Systems and Management Committee;
Regulation, Safety & Environment Committee;
Traffic, Parking & Transport Terminals Committee; and
Legal Committee.

125. MMRDA is expected to provide staff, technical assistance and bear the expenses of UMMTA.
GoM intends to provide statutory existence to UMMTA in due course.
126.

UMMTA as described above, is not fully in conformity with what is being recommended by
. It is important that UMMTA is made more functional and meets the defined
objectives/functions as enunciated by this study.

INSTITUTIONAL ARRANGEMENTS

9-27

TRANSFORM
9.6.

THE ACTION PLAN

127. The action plan for implementation of transport plan would begin by considering, approving
and adopting the
study recommendations on transport plan and this shall be in sync
with the action plan for implementation of business plan. The action plan (Box 9-3) as follows:
Box 9-3: The Action Plan
(a)
(b)

(c)
(d)

(e)
(f)
(g)
(h)
(i)
(j)
(k)

(l)
(m)

(n)

9-28

Secure Cabinet approval of

proposals;
Establish mandated Mumbai Metropolitan Regional Authority for

Development Planning

Transportation

Water Resources

Economic Growth

Infrastructure Finance
Establish comprehensive, sustainable and where possible ring fenced funding mechanisms for implementing
regional infrastructure improvements;
Update Regional and ULB Development Plans to incorporate
proposals. This should include
rationalising FSI patterns that respond to accessibility including TOD, floor space demand of population and
development needs of old neighbourhoods and slums;
Prepare Detailed Feasibility Study and Project Reports as appropriate for first priority transit and road
improvements identified in
;
Secure encroachment removal along major transportation corridors and restore capacities to safely and
effectively move people and vehicles;
Implement measures to protect long term transportation corridors (protection of Right of Way);
Implement policies to promote transit oriented development;
Declare MMRDA as SPA for Protection of Right of Way and to regulate development along the identified
transport corridors/ nodes/ terminals;
Introduce travel demand management measures;
Implementation of integrated fare structure and Common Ticketing among existing as well as the proposed
public transport systems in MMR. The modality of implementation could be decided through separate
consultancy.
Review and updating of transport investment plans and priorities every 5 years;
Undertake a comprehensive assessment of infrastructure investment and greenfield development options to
address the following objectives:

Reduce the effective land cost component of development

Increase the availability of developable land to meet existing shortages to reduce land inflation pressures

Increase serviced land availability to capture unforeseen but competitive opportunities for economic
development where land availability is a key decision factor

Minimize investment demands and risks by the public sector

Undertake works on an urgent basis that are appropriate to implement the
in a time bound
manner.

INSTITUTIONAL ARRANGEMENTS

10.

CONCLUSIONS AND RECOMMENDATIONS

This Chapter summarises salient findings, conclusions and recommendations of

. These include
transport plan, financing of the plan, and phasing of the projects for implementation and lastly, the institutional
arrangement which would aid in timely implementation of such projects. The study identifies the urgent need to
undertake institutional reforms, with particular objective of strengthening MMRDA to expand its role in planning,
resource mobilization, implementation and operations of all regional scale public transit and road networks in the
MMR. The chapter also provides monitoring and evaluation framework along with action milestones.

10.1. SALIENT FINDINGS AND CONCLUSIONS

1.
is initiated by MMRDA, with the World Bank assistance. This study was
are
undertaken during the period 2005-2008. The salient fin and conclusions of
given hereunder:
2.
The Mumbai Metropolitan Region (MMR) is one of the fastest growing metropolises in India.
With a population of 19 million (Census, 2001), it is ranked as the sixth largest metropolitan region in
the world. Greater Mumbai is the mother city and acts as an engine of growth for the whole region.
Although, over time, other areas in MMR viz. Thane, Kalyan-Dombivali, Navi Mumbai and Mira
Bhayander have also experienced major economic growth;
3.
The regions primacy in the economic well being of India cannot be underrated. Maintaining
and enhancing the vitality of this metropolis and achieving sustainable growth is pivotal towards
realising the larger developmental objectives and quality of life goals of India;
4.
The MMR is likely to have a population of 34 million by 2031. The key socio-economic
indicators of 2005 and 2031 are presented in Table 10-1.
Table 10-1: Key Socio-Economic Indicators of 2005 and 2031
2005
Population 20.8 million

41.3% living in slums

1,505,000 apartments

4.42 persons/household
Employment 7.8 million

Employment participation rate 0.37

2.3 million working in offices

1 .5 million working in industries

56% employed in formal sector

40% walk to work

2031 Projected
Population 34.0 million

14% living in slums

6,400,000 apartments

3.90 persons/household
Employment 15.3 million

Employment participation rate 0.45

6.4 million working in offices

4.5 million working in industries

70-80% employed in formal sector

25-30% walk to work

5.
In preparing
as an aid to attaining the vision of Transforming MMR into a
world class metropolis with a vibrant economy and a globally comparable quality of life for all its
citizens, the real challenge is to meet the requirements of both, existing deficiencies and growing
economy, at the same time;
6.
is prepared as a collaborative effort with significant participation of the
MMRDA and the TAC constituted for this purpose. Several workshops and consultations, from local
to highest levels of governance, are held during the study period;
,
7.
Amongst other things developing extensive database is an important part of
as it is being conducted at the regional level for the first time. The primary surveys conducted are
presented in Table 10-2.
CONCLUSIONS AND RECOMMENDATIONS

10-1

TRANSFORM
Table 10-2: Traffic Surveys
Sl.
Primary Survey
No.
1 Home interview survey (his)
2
3
4
5
6
7
8

Classified volume count and OD

survey at outer cordon locations
Classified volume count and
Origin-Destination (OD) survey at
sub-regional cordon locations
Classified volume count at inner
cordon locations

Coverage
66,000 households
24 Hr., 9 locations
24 Hr., 20 locations
16/24 hr., 33 Locations
(OD survey at 3
locations)
16 Hr., 3 locations
16 Hr., 11 locations
16 Hr., 5 locations
6.17%

12

Screen line points

Mid-block locations
Level crossing locations
Onboard sub-urban rail passenger
surveys
Sub-urban rail passenger surveys:
alighting surveys at stations
Operational characteristics of bus
and rail transport networks
Intermediate Public Transport
(IPT) (auto and taxi) surveys
Bus terminal surveys

13

Airport terminal surveys

2000 air passengers

14

Goods terminal surveys

20 goods terminals

15

Speed-flow studies

16 carriageway types

16
17

Journey speed and delay studies

Network inventory

550 kms
2,300 kms.

18
19

Pedestrian surveys
Parking surveys

50 locations
50 stretches

20

Workplace based surveys

4000 respondents

9
10
11

8.

Principal Purpose
Socio-economic characteristics
Travel characteristics of internal travel
Travel characteristics of external travel
External travel demand for the base year
Transport model validation
Transport model validation
Validation of travel demand assessed from HIS
analysis
Validation of travel demand models

16%
5700 bus routes and
1767 train Services
50 locations

Input for preparation of public transport network

13 bus terminals

Assessment of terminal requirements for the horizon

period
Assessment of terminal requirements for the horizon
period
Goods travel characteristics
Estimation of internal goods travel
Assessment of goods terminal requirement for the
horizon period
Development of volume-delay (speed-flow) functions
for assignment models
Base year travel characteristics
Preparation of transport networks for the base and
horizon years
Identification of grade separated pedestrian facilities
Parking characteristics
Preparation of parking policy for MMR
Development of trip generation rates for traffic impact
assessment. Modal choice analysis

The salient findings of HIS are:

(a) It is estimated that 20.8 million people in the MMR perform nearly 34.3 million trips every day for all types of
purposes and by modes recorded in the survey. This equals to an average Per Capita Trip Rate (PCTR) of
about 1.65 per day. In terms of person-km, this amounts to total travel of about 250 million-passenger km per
day;
(b) By excluding the walk trips which are generally short in length, the PCTR is estimated to be 0.65 per day;
(c) Majority in the MMR (about 60%) walk for various purposes and the rest use other modes -train, bus or auto
rickshaws. A marginal (less than 6%), use other type of private mode of transport;
(d) Local trains are the major mode of transportation amongst mechanized modes in the MMR which 50% of
people use;
(e) Over 23% use bus as their main mode of transportation and an appreciable number of journeys are made by
Rickshaws, cars and two wheelers as well;
(f)

By including bus trips as access/egress mode, the public transport trips are estimated to be over 73%;

(g) In terms of person-km, the share of walk is only 7% as most of the trips performed are of very short trip
length;
(h) Most of the travel is limited to three main purposes - home to work (46%), home to place of education (32%)
and home to some other place (21%). Very few (1%) non-home based trips have been reported;
(i)

10-2

Over 40% of workers in the MMR reach their work places on foot. Amongst mechanised modes of travel,
local trains continue to be important mode of transportation with over 60% of people using it. Another 17%
use bus as their main mode of transportation. An appreciable share of journeys is also made by Rickshaws
and two wheelers. The share of two-wheeler is almost double that of Rickshaw;
CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
(j)

Most education related trips are performed by walk (72.5%). Rest are distributed widely among various
public and intermediated public transport modes. Bus and train share equal load while chartered buses and
rickshaws also carry appreciable amounts;

(k) The travel time for work trips varies considerably with average trip time of 31 minutes, whereas the
education trips are short with an average trip time of 19 minutes;
(l)

On an average, a commuter in MMR spends about INR 600 per month on transport;

(m) About 60% of people leave home between 8:00am to 10:00am. The return home journeys are spread over
six hour period of 17:00 hrs to 23:00 hrs. As distinct from work journeys, two separate peaks occur for school
journeys. Early morning, between 7:00 to 8:00 hrs, about 40% of journeys to school start. Return trips for
these journeys are performed between 12:00noon and 1:00pm. At the same time, another peak of journeys
to schools occurs with 25% of trips, with return trips for these journeys performed between 17:00 hrs and
18 :00 hrs.

9.
The salient findings of traffic volume and road side interviews carried out at outer cordon
locations are:
(a) Nearly 48,000 vehicles enter MMR everyday and almost same number leaves. Nearly 90% of this traffic is
from north and south side of the region with very little from the east side (Table 10-3 and Figure 10-1).
(b) Nearly 11,500 vehicles enter MMR on NH8 and an equal number leaves it. SH43 (road leading out towards
Murbad in east) is used by least number of vehicles (Figure 10-2).
(c) The major traffic handling corridors are NH8 (29.7%), Mumbai-Pune Expressway (20.2%), NH17 (13.5%)
and NH4 (11.6%).
(d) The average traffic composition observed at outer cordon locations indicate that, the traffic composition of
cars/two wheelers, buses and commercial vehicles (trucks/LCVs) is 42.2%, 7% and 43.4% respectively.
Table 10-3: Daily Traffic and Directional Split at Outer Cordon Survey Locations
Location

ID

SH35
SH3
5

26800
27200

To Wada

3
NH

3 a shi
N

11400
7600

To

Greater
Mumbai

Kalyan
Dombivali

5100
4900

MSH2

SH43

300
300

To Mur bad

Navi Mumbai
Panvel

N H1

ne
Pu

NH

To

To

E
MP

Uran

800
900

To

00 0
89210
1

00
129600
11

00
191600
17

ne
Pu

a
Go
To

Alibagh

Figure 10-1: Traffic Flow at Outer Cordon

Count Locations (In PCUs/day)

Daily Traffic (Veh. or PCUs)

Thane

SH
38
Mu
rb
ad

NH8

To Ahmedabad

1
Vir ar

OC1
OC2
OC3
OC4
OC5
OC6
OC7
OC8
OC9

Total
Vehicle
PCU
22,800
53,900
9,000
14,200
9,100
19,000
6,800
10,000
500
600
1,200
1,700
9,300
21,000
21,700
36,600
14,200
24,500
95,000 182,000

7400
6900

NH8
SH35
NH3
MSH2
SH43
SH38
NH4
Mumbai Pune Expressway
NH17
Overall

Daily Traffic
From MMR
Vehicle
PCU
11,300 26,800
4,600
7,400
5,500 11,400
3,500
5,100
300
300
600
800
3,900
8,900
11,100 19,100
7,400 12,900
48,000 93,000

To MMR
Vehicle
PCU
11,500 27,200
4,300
6,900
3,600
7,600
3,300
4,900
300
300
600
900
5,400 12,100
10,600 17,600
6,800 11,600
47,000 89,000

60000
55000
50000
45000
40000
35000
30000
25000
20000
15000
10000
5000
0

Veh.
PCU

NH8

MPE

NH17

NH4

NH3

SH35

MSH2

SH35

SH43

OC1

OC8

OC9

OC7

OC3

OC2

OC4

OC6

OC5

Figure 10-2: Location wise Total Daily Traffic in Descending

Order: Outer Cordon Locations

10.
The salient findings of traffic volume and road side interviews conducted at sub-regional
cordons are:
CONCLUSIONS AND RECOMMENDATIONS

10-3

TRANSFORM
(a) Maximum traffic flow/day occurs across Dahisar toll plaza (87,000+) followed by Vashi Toll Plaza
(83,000+);
(b) High composition of private vehicle traffic (Car & two wheeler) has been observed at Toll plaza on EEH,
near Laxmi Nagar (78.6%);
(c) High composition of bus traffic has been observed at Vashi toll plaza (8.4%);
(d) High composition of commercial vehicle traffic has been observed at Chinchotu Police Post on SH-83
(65.2%);
(e) Morning peak hour traffic (vehicle) in terms of daily traffic range from 2.9% to 8.2% and the average is
6.5%. Evening peak hour traffic (vehicle) in terms of daily traffic range from 4% to 10.6% and the
average is 7.4%. In general, it can be observed that the flows are spread through the day and there are
no distinct peaking characteristics;
(f)

Around 0.38 million vehicle trips are produced/attracted among various sub-regions of MMR as given in
Table 10-4. About 0.77 million passengers commute across the sub-regions of MMR. The interaction
analysis of the passengers (excluding bus) reveals that Mumbai attracts (32.7%) and produces (30.0%)
most of the passenger trips (excluding bus) among the 7 sub-regions of MMR.

Table 10-4: Sub-regional Traffic Interaction, Passenger vehicles (Excluding Bus)

O-D

Mumbai Thane

Mumbai
0 48,648
Thane
41,879
0
Navi Mumbai
36,769 27,941
Kalyan &Surroundings
7,930 5,762
Vasai-Virar
23,943 2,535
Pen-Alibag
1,811
562
Rural
8,006 9,536
Grand Total
120,338 94,984

Navi
Kalyan &
Vasai-Virar Pen-Alibag
Rural Grand Total
Mumbai Surroundings
38,748
5,431
27,146
665
9,594
130,232
23,752
5,565
5,213
256
6,860
83,526
0
4,304
1,014
1,615 11,900
83,544
4,500
0
888
38
1,670
20,788
938
728
0
111
1,034
29,290
1,668
57
12
0
222
4,332
12,231
1,794
1,212
302
0
33,082
81,838
17,880
35,485
2,988 31,281
384,794

(g) Around 21,350 Bus trips are produce/attract among various sub-regions of MMR as given in Table 10-5.
Nearly 0.64 million passengers commute across the sub-regions of MMR. The interaction analysis of the
bus passengers reveals that Mumbai attracts (26.6%) and produces (33.4%) most of the bus passenger
trips among the 7 sub-regions of MMR.
Table 10-5: Sub-regional Traffic Interaction, Buses
O-D
Mumbai
Thane
Navi Mumbai
Kalyan &Surroundings
Vasai-Virar
Pen-Alibag
Rural
Grand Total

Mumbai

Thane

0
1,345
2,733
336
944
283
117
5,758

1,302
0
1,405
598
307
135
85
3,832

Navi
Kalyan &
Grand
Vasai-Virar Pen-Alibag Rural
Mumbai Surroundings
Total
3,838
279
918
369
141
6,847
1,518
630
330
169
64
4,056
0
1,059
23
161
168
5,550
1,450
0
18
26
34
2,461
31
68
0
6
51
1,406
101
30
4
0
49
601
149
32
5
36
0
424
7,087
2,098
1,298
767
506 21,346

(h) Around 80,000 Goods vehicle trips are produced/attracted among various sub-regions of MMR as given
in Table 10-6. About 0.3 million tonnes of freight is carried by goods vehicles across the sub-regions of
MMR. The interaction analysis of the goods movement reveals that the Greater Mumbai attracts
maximum goods (46.3%) and Navi Mumbai produces maximum goods (35.2%) among the 7 subregions of MMR. The analysis indicates that, the Mumbai is dominant in terms of goods consumption
and Navi Mumbai region is dominant in goods collection from outside MMR and distribution to other subregions of MMR, which is mainly due to location of APMC, steel markets, JNPT, etc. in Navi Mumbai.
Table 10-6: Sub-regional Traffic Interaction, Goods vehicles
O-D
Mumbai
Thane
Navi Mumbai
Kalyan &Surroundings
Vasai-Virar
Pen-Alibag
Rural
Grand Total

10-4

Mumbai Thane
0
2,712
10,276
3,760
2,268
1,111
3,749
23,876

1,961
0
1,223
1,442
674
79
2,131
7,510

Navi
Kalyan &
Vasai-Virar Pen-Alibag Rural
Mumbai Surroundings
7,975
3,223
2,726
834 3,211
4,107
1,876
361
352 1,140
0
3,967
683
1,312 2,874
3,953
0
553
408 803
1,685
477
0
98 342
390
301
12
0 326
2,885
611
884
244
0
20,995
10,454
5,220
3,249 8,697

Grand
Total
19,931
10,548
20,334
10,918
5,544
2,219
10,505
80,000

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
11.
Three screen line points identified for the study are Vasai Creek Bridge, Bridge on MSH-2
and Thane Creek Bridge (i.e. Kalwa Bridge in Thane). Daily traffic and broad traffic composition
observed at screen line points are presented in table below:
Table 10-7: Traffic Count Screen Line Points
Location
SLP-01: (Vasai Creek Bridge)
SLP-02: (MSH-2 Gandhari Bridge)
SLP-03: (Thane Creek Bridge/Kalwa
bridge in Thane)

12.

Daily Traffic
(Vehicles)
36,083
30,945
81,028

Daily Traffic
Remarks
(PCUs)
71,877
32.8%-Cars, 30.6-2Axle Truck
36,239
32.3%-Two Wheeler, 22.4%-Cars
89,423
31.8%-Two Wheeler, 30.3%-Auto
Rickshaws

Some of the key findings of the survey conducted on sub-urban rail system reveals:
(a) One of the sample train trip on Western Railway line showed that, the highest average commuter density in
SCG is observed on Dahisar-Borivali segment which is 9 persons/sqm. Variation of commuter density within
the SCG coach is observed to be from 6 to 16 persons/sqm;
(b) The average commuter density in First Class and Second Class Ladies compartment is 7 persons/sqm.;
(c) Second Class General and First Class General coaches carry 75% of passengers. Second Class and First
Class Ladies coaches account for 17%. During peak period, vendor coaches too are occupied by general
passengers;
(d) In Up direction, contribution of Morning Peak Period, Off-Peak Period and Evening Peak Period is 44.20%,
29.80% and 22.57% of the total Daily Up direction passenger flows respectively;
(e) In down direction, contribution of morning peak period, off-peak period and evening peak period is 20.04%,
24.56% and 50.41% of the total Daily Down direction passenger flows respectively;
(f)

Among the Inner cordon screen lines, maximum passenger flows (daily, peak periods and peak hours) are
observed in up and down directions across IC-3 i.e. Mahim screen line;

(g) Number of passengers crossing Mahim screen line in up direction and down direction during morning peak
period is 0.89 million and 0.5 million respectively;
(h) Number of passengers crossing Mahim screen line in Up direction and Down direction during Morning Peak
Hour is 0.23 million and 0.18 million respectively;
(i)

Morning peak hour passenger flows, expressed as % of total morning peak period passenger flows varies
from 19.78% (at SRC1-5) to 41.76% (at IC-1). The average figure considering all the screen lines is 30.05%.

(j)

Number of passengers crossing Mahim screen line in up direction and down direction during evening peak
period is 0.49 million and 1.00 million respectively;

(k) Number of passengers crossing Mahim screen line in up direction and down direction during evening peak
hour is 0.098 million and 0.22 million respectively;
(l)

Evening peak hour passenger flows, expressed as % of total evening peak period passenger flows varies
from 14.16% (at SRC4-7) to 29.03% (at IC-1). The average figure considering all the screen lines is 23.85%;

(m) Morning peak hour passenger flows, expressed as % of total daily passenger flows varies from 5.93% (at
SRC4-7) to 11.91% (at SRC2-3). The average figure considering all the screen lines is 9.67%; and
(n) Evening peak hour passenger flows, expressed as % of total daily passenger flows vary from 4.19% (at
SRC4-7) to 19.39% (at SRC2-3). The average figure considering all the screen lines is 7.68%.
(o) Passenger Loading during Morning Peak Period on Rail is presented in Figure 10-3. It may be mentioned
here that, on Western Railway Corridor, from Bandra to Borivali, the down direction passenger flow varies
from 75% to 80% of up direction flow indicative of effective use of the transportation system. In case of
Central Railway Main Line and Harbour Line, the down direction flow varies from 30 to 40% of up direction
passenger flow;

CONCLUSIONS AND RECOMMENDATIONS

10-5

TRANSFORM
Titwala
0.17

0.64 1.70

0.33

Kalyan

0.28
Dombivali

Borivali

0.75

0.63
Thane

Ulhasnagar

2.32

0.93
2.35 3.37

3.03

Andheri

3.03 3.91

0.95 3.35

Ghatkopar
Kurla

Vashi

0.53

Bandra

1.13

2.83 3.90
Dadar

Panvel

1.38 2.16
Mumbai Central

0.47 2.14

0.28 1.10

CST Mumbai

Churchgate

Figure 10-3: Morning Peak Period (6:00 to 11:00 hrs) Passenger Loadings (in Lakhs)

13.
Hourly Distribution of Passenger Flows on MMR Rail Network is presented in Figure 10-4.
Peak hour demand in morning and evening periods is 9.4% and 7.7% respectively and the
corresponding peak hours are 9:00 to 10:00 Hrs. and 18:00 to 19:00 hrs. The off-peak period i.e.
11:00 to 17:00 hrs, the passenger flow on MMR Rail Network varies from 4.2% to 6.3% which is
almost 60% of the peak hour loadings.

10.00%

9.41%
8.36%

Hourly Passenger Flow

8.00%

7.69%

7.51%

7.01%
6.33%

6.26%
6.00%

5.14%
4.69%
4.50%
4.27%4.19%4.35%

4.55%

4.83%
3.76%

4.00%
2.80%

1.99%
2.00%

1.19%

0.88%

0.14%0.01%0.00%0.16%
2300 to 0:00

22:00 to 23:00

21:00 to 22:00

20:00 to 21:00

19:00 to 20:00

18:00 to 19:00

17:00 to 18:00

16:00 to 17:00

15:00 to 16:00

14:00 to 15:00

13:00 to 14:00

12:00 to 13:00

11:00 to 12:00

10:00 to 11:00

8:00 to 9:00

9:00 to 10:00

7:00 to 8:00

6:00 to 7:00

5:00 to 6:00

4:00 to 5:00

3:00 to 4:00

2:00 to 3:00

1:00 to 2:00

0:00 to 1:00

0.00%

TIME

Figure 10-4: Hourly Distribution of Passenger Flows on MMR Rail Network

10-6

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
14.
Four stage travel demand modelling process is adopted (
Figure 10-5). It comprises trip generation models, trip distribution
models, mode split and assignment models (as shown in the
figure). Models are calibrated separately for AM peak period (6:00
to 11:00 hrs) and PM Peak Period (17:00 to 23:00 hrs). The
parameters of the trip end models, trip distribution models and
mode-split models estimated and calibrated based on the socioeconomic parameters, network related parameters, time and cost
skims, etc. They are statistically tested by using appropriate
methods. R2, t-test, F-test are used for trip generation models.
Coincidence ratio is used for TLFD (Trip Length Frequency
Distribution) comparison. Average trip length by purpose and
Rho2, t-test, percentage of hits are used for trip distribution models
and mode-split models respectively. These models have been
validated separately by appropriate reasonableness checks.
Further, the ability of these models to replicate the observed
conditions within reasonable limits before being used to produce
future-year forecasts is also checked by validation of all the
models together. This process is called as revalidation of travel
demand modelling process. This revalidation process therefore
ensures that each modelling stage is properly interfaced and that
modelling error is not propagated by chaining the models together.

Trip Generation Models

6 purposes (without
walk, with walk)
Trip Distribution Models
6 purposes (without
walk, with walk)

Mode Choice Models

6 purposes, 6 modes
(without walk, with
walk), stratified by
vehicle ownership,
location specific

Trip Assignment Models

Multi-modal equilibrium
and capacity
restrained,

Figure 10-5: Four Stage Travel

Demand Modelling Process

15.
EMME software is used as a tool in developing transportation model for MMR. In undertaking
the detailed modelling, TAZs of 1030 are considered. Further FAZs of 171 are used for travel
demand forecasting. The model is used in developing short, medium and long term transportation
strategies and plans;
16.
Initially 16 growth options, in terms of population and employment, are considered and
evaluated. Finally three options are shortlisted to arrive at a resilient transportation plan that can
serve all three possible scenarios.
17.
The study reveals that about 78% (in 2005) of person trips are performed by public transit
with 53% using suburban rail and 25% using bus as shown in Figure 10-6. A different distribution is
apparent when the modal split is calculated on person trip km travelled ( Figure 10-7). Public transit
rises to 90% of total travel with the suburban rail carrying the lions share of about 71%.

10.2.
10.2.1.

AT A GLANCE - RECOMMENDATIONS
LONG TERM (2031) TRANSPORTATION STRATEGIES

18.
Based on the three land use scenarios, the forecasting models indicate that person travel in
the morning peak period (6:00 -11:00 hrs), between 2005 and 2031 is expected to increase from
4.75 million trips to slightly over 10 million trips or an increase of 110%. The increase in person trip
km is at a higher rate from 66.4 million person km l to almost 170 million person km or an increase of
150%. Although in the period 2005-2031, car and two- wheeler travel (person km) is expected to
grow by almost five times as compared to the public transit increase, which is likely to be 2.3 times,
the percentage of overall transit travel will only decline from 90% to slightly below 84%. This
sustained dependence on public transport over the long term, coupled with poor world wide
experience of managing travel demand through private transport alone, clearly points towards a
Transit First approach. This approach emerges as a key strategy and forms the corner stone of
.

CONCLUSIONS AND RECOMMENDATIONS

10-7

TRANSFORM

Figure 10-6: Person Trips and Modal Split AM Peak

Period: 2005/2031 (P3E3)

Figure 10-7: Person Trip kms and Modal Split AM

Peak Period: 2005/2031 (P3E3)

19.
Keeping the above long term travel demand by 2031 in view the following strategies/guiding
principles are enunciated to be integral part of LTS.
10.2.2.

TRANSIT FIRST S TRATEGY

20.
A key long term transportation objective is to achieve balanced, integrated and sustainable
mix of public and private transportation systems. This is to meet the aspirations of the public
convenience of travel. Figure 10-8 illustrates the forecasts of future travel demand and show how
dominant the public transit demand as compared to private vehicles, autos and taxis. Therefore it is
imperative that the strategy of Transit First is recommended.

2031 Person Trips

By Road

2031 Person Trips

By Transit

Figure 10-8: Comparison of Person Travel in 2031 by Road and Transit

10-8

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
10.2.3.

TRANSPORT NETWORK FOR THE HORIZON YEAR 2031

21.
The transit and highway networks for horizon year 2031 and beyond are defined and
assessed keeping in view the goals and objectives set for the future MMR and are shown in Figure
10-9 and Figure 10-10 respectively. The networks evolved consider appropriately the function of
existing transport networks and also incorporate the planned or committed highway, suburban rail
and metro corridors as proposed by various planning organizations. The proposed highway and
transit concept plans extend into the mainland green field areas while improving the connectivity to
many expanding urban clusters of the region.
22.
Keeping in view the main requirement of encouraging mass transit system, the existing
railway network is to be fully used and exploited to introduce as many suburban services as
feasible, without affecting the long distance train services. This is to be done by adopting more
acceptable human crowding conditions and hence evolving matching designs that are close to those
followed in international standards. It is evident that the suburban system alone cannot satisfy the
total public transit needs. Further, the existing rail corridors also do not provide an adequate
geographical coverage of higher order transit in the urbanized areas. This creates overcrowding of
stations and inconvenient, stressful and costly travel to and from the stations. The proposed
expanded Metro network is envisaged to not only help address the overloading of suburban rail
system, but also to facilitate the pedestrian mode of travel to and from stations. Stations in this
paradigm are going to be more dispersed throughout the urbanized areas and more importantly
residential and employment centres are going to be within reasonable walking distance, thus
indirectly promoting health conditions of the community. In addition, rail based transit systems in
proposes to make use of the higher order highway network recommended to
accommodate lower capacity transit technologies/ systems like Bus Rapid Transit System (BRTS),
Exclusive Bus Lanes (EBL), Monorail and Light Rail Transit (LRT) systems.
23.
A Freeway system with complete access control (higher order road transport network) for
long distance inter-city and sub-regional traffic, major arterial system for intra city and intra subregions traffic , and sub arterials and local roads for neighbourhood requirements is needed to be
developed in MMR and is recommended to form part of
.
24.
This strategy may appear to be in conflict with a Transit First policy, but large complex
urban regions demand a balanced development of multiple transport modes. For instance, this is
likely to translate into differently balanced transport systems in the older more dense and congested
areas of the Region as compared to the outer areas which are designed for higher levels of private
vehicle ownership. This will provide individuals with choice on the living and working lifestyles that
best suites their values and aspirations. Providing choices is the key objective of
.

CONCLUSIONS AND RECOMMENDATIONS

10-9

TRANSFORM

Figure 10-9: Proposed Transit Network Horizon Year 2031

10-10

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM

Figure 10-10: Proposed Highway Network Horizon Year 2031

CONCLUSIONS AND RECOMMENDATIONS

10-11

TRANSFORM
10.2.4.

INTEGRATED LAND USE TRANSPORT PLAN AND TRANSPORT DRIVEN DEVELOPMENT

25.
The plan developed is an integrated land use transport plan, with intensification focused on
transport corridors (Transport Driven Development). The rail and highway system and their
conceptual integration with land use intensification are presented in Figure 10-11.
26.
The travel demand and flows on this transport network are estimated for all the three shortlisted growth scenarios. Thereafter, the transport network for the horizon year 2031 is chosen in such
a way that it caters to all the three short-listed growth scenarios.

Figure 10-11: Concept for Development Intensification Focused on Transportation Corridors

10.2.5.

PROGRESSIVE IMPLEMENTATION OF TRANSPORT CORRIDOR

27.
Some of the transit corridors and higher order highway corridors are to be planned and
developed as multi-modal transport corridors i.e. transit corridors and highway corridors sharing the
same right of way. Initially transit corridor options could be metro, LRT BRTS or monorail. The
suitable routes for bus rapid transit and multi-modal transport corridors are shown in Figure 10-12.
28.
Bus Rapid Transit (BRT) can take many forms and the operating characteristics are largely
dictated by the degree of exclusivity afforded to the buses. At the high end of the scale, some BRT
operations are to be fully segregated and grade separated, providing unimpeded bus movements, in
effect a freeway bus way. At the low end of the scale are systems operating in high occupancy
vehicle lanes with some form of traffic signal priority at intersections. These systems are also
characterized as being BRT, but such systems are rarely rapid. In between these two forms are
10-12

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
many alternatives that tend to be tailor-made for the particular transport corridor depending on, the
space availability and policies adopted to give a greater allocation of right of way to public transport.
29.
A transit corridor can be either placed in the centre or on one side of the highway corridor.
Multi-modal corridors accommodate either metro, LRT or BRTS. The candidate multi-modal transport
corridors are shown in Figure 10-13. Implementation of transit lines (LRT or BRT) over the existing
roads are costly due to non-availability of sufficient ROW to place the transit lines at-grade involving
huge refurbishment costs and property impacts.

Vashi

Ulwe

Panvel

Uran
Dronag iri

On Existing Roads
On Proposed New Roads

Figure 10-12: Candidate Roads for Bus Rapid Transit/ EBL/ Mono Rail

Figure 10-13: Candidate Multi-modal Corridors

CONCLUSIONS AND RECOMMENDATIONS

10-13

TRANSFORM
10.2.6.

TRANSPORTATION CORRIDOR - RIGHT OF WAY PROTECTION

30.
Higher order public transport and road networks necessary for the various horizon years
(2031, 2021 and 2016) are identified. Detailed integrated corridor reports, covering land use and
transportation, should be prepared, for each corridor, in order to finalise the selection of transit
technologies, establish preferred alignments and right of way protection and acquisition policies, for
all of the transportation facilities (transit, road and water), within the corridor.
31.
For higher order highway links/ freeway facilities
(regional road network) which have regional significance, a
Right of Way (ROW) in the range of 80 to 100 m has been
proposed keeping in view the possibility of multi-modal corridor
operations. At interchange locations, the extent of area
required for full connectivity between the intersecting roads (full
clover leaf interchange) is approximately 280,000 sqm i.e. a
circle with a radius of 300m. In case of arterial roads with 4
lanes to 6 lane carriageway configuration, the ROW proposed
is 60 to 75 m. At interchange locations, the extent of area
required for full/ partial connectivity between the intersecting
roads is approximately 70,000 sqm i.e. a circle with a radius of 150m. Preferably corridor studies
may be conducted in conjunction with the updating of regional and municipal development plans.
Further, they need to be prepared as reference reports for eventual incorporation in development
plans. Because of the fast rate of growth in the MMR, these corridor plans require early completion
and need to be supported and enforced through implementing legislation. This recommendation is
one of the key way forward steps of
.

10.2.7.

PLANNING FOR CHANGING REGIONAL PERSPECTIVES OVER THE LONG TERM

32.
The analysis of public transport and conceptual road network plans discussed above has
demonstrated that in the long term (up to the year 2031) both the transit and road networks and the
various links that constitute these networks are highly resilient to various land use futures of the
MMR. While the travel demands on the various linkages are different for each of the scenarios
(P2E2, P3E3 and P3E4), the basic need for either constructing the links or protecting the right-of-way
for future construction, beyond the planning horizon (2031) is evident. This critical finding is
important, since
will form an input to the formulation of a fully integrated land use
and transportation plan for the Region as well as the urban local bodies, up to the year 2031. The
resiliency of
s road and transit network plans reinforces the basic philosophy
that the transportation infrastructure plan is to be capable of responding
adopted in
to the inevitably changing needs and forms that may emerge in a complex urban region, such as
MMR.
33.
This does not however imply that there should not be a well defined plan for the future, but
rather that the plans should contain a reasonable degree of flexibility to incrementally manage and
guide the orderly planning of MMR. If possible, similar philosophy may be adopted in the preparation
is that it provides a blueprint for
of a new regional plan. One of the many benefits of
further planning of Mumbai and its region. An important component in this process is the forecasting
model and the various sub-models that also allow planners, engineers and economists to readily
analyse options. The models are intended to be progressively enhanced and refined as new data is
compiled and socio -economic parameters are more fully comprehended. Urban planning is a
dynamic practice.
provides one of the key elements of the framework for such a
practice.

10.2.8.

TRANSPORT TERMINALS

34.
Mumbai is not only a huge metropolitan area, but it plays a pivotal role in the economy of
India. Many of its residents have come from other parts of India and these characteristics together
10-14

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
create a large appetite for travel, both domestic and international. This travel gets reflected in the
very large passenger volumes that have to pass through the rail, bus and airport terminals since a
relatively small percentage of people have the benefit of private transportation.
35.
Orderly planning for the expansion and location of Inter-city Rail Terminals, Inter-city Bus
terminals, Truck Terminals and airports, is an important objective in planning the transport systems
for MMR. Based on the detailed analysis of primary and secondary data relevant to external travel by
rail, road and goods vehicle movement and groundside air passenger travel, new transport terminals
are proposed.
36.
Inter-City Rail Terminals: The estimated passengers originated/ destined at various stations
of MMR warrant planning for expanding some the existing terminal facilities or providing new terminal
facilities near the existing terminals within the catchment area of the terminal/ station. Based on the
proposed transport network (road, rail and metro) for the horizon year 2031, six new inter-city rail
terminals have been proposed:
(a)
(b)
(c)
(d)
(e)
(f)

Near Vasai Virar;

Near Kalyan;
Near Khandeshwar sub-urban railway station and retaining the Panvel as en-route station;
Intersection of MTHL Metro corridor and Belapur-Uran Railway Line;
Near Bhiwandi (Near Vasai Road-Diva Line); and
Near Jite on Panvel-Thal Railway Line.

37.
In addition, the existing terminals and stations need to be improved to handle the additional
demand.
38.
Inter State/ Inter City Bus Terminals: Long distance and inter regional travel demands of
the MMR are met by state road transport corporations and private bus operators.
39.
Analysis of the surveys led to defining the future bus terminal requirements. It is
recommended that the MMR should have, in addition to the existing ones, 4 interstate bus terminals
and 13 bus stations by 2031 at the following locations:

Inter-State Bus Terminals

(a)
(b)
(c)
(d)

Near Wadala Truck Terminal, MCGM;

Near Mira-Bhayander;
Kalyan area; and
Panvel area.

Inter-City Bus Terminals

(a) Western Suburbs of MCGM: In between Bandra
and Borivali;
(b) Eastern suburbs of MCGM: In between Kurla
and Mulund;
(c) Western part of Thane Municipal Corporation
area;
(d) Nerul in NMMC;
(e) Kalyan Dombivali Municipal Corporation area;
(f) Vasai/ Virar area;

(g)
(h)
(i)
(j)
(k)
(l)
(m)

Pen-SEZ area;
Bhiwandi-Nizampur MC area;
Mira-Bhayandar MC area;
Navghar-Manikpur Municipal Council area;
Alibag Municipal Council area;
Karjat Municipal Council area; and
Badlapur Municipal Council area.

40.
Truck Terminals: Five major truck terminals and 10 mini truck terminals are proposed for
the horizon year 2031, taking into consideration the expected Dedicated Rail Freight Corridor
(DRFC). The major truck terminal locations recommended are as under:
(a)
(b)
(c)
(d)
(e)

On DRFC, near boundary of MMR on NH-8 (Mumbai-Ahmedabad);

On DRFC, near Taloja Industrial area;
Near JNPT;
Near the proposed international airport in Navi Mumbai; and
Near intersection of NH3 (Mumbai-Nashik Road) and DRFC.

CONCLUSIONS AND RECOMMENDATIONS

10-15

TRANSFORM
41.
Airport Terminals: Travel projections made based on time series data, economy growth of
the region and estimates reported by world agencies have indicated that the domestic travel may
grow at the rate of 9% pa while the international travel may grow by 6.5%.pa. These growth rates
imply that by the year 2024 the domestic demand may increase to 54 million (9.6m in 2003/4) while
the international demand may reach 21 million (6.1m in 2003/4). Based on trends over the last 2
years these forecasts may be somewhat low. Further, initial assessments concluded that:
(a) Not only will at least two airports be required but both should have, as a minimum, two parallel runways; and
(b) The potential capacity of the existing airport location should be maximized to meet short to medium term needs
as well as the long term requirements..

42.
The conclusion from the above is that more capacity is needed. This would mean that either
a new airport is to be available by 2015 (which means that probably by now it should be under
construction), or every effort is to be made to add a parallel runway at the existing airport. By
comparison, 40 million passengers are about same as that of the passenger volumes handled at the
Hong Kong or JFK New York airports.
43.
From perspective of the
, it appears to be a reasonable premise that the
short and medium term program strategies assumes that a new airport in Navi Mumbai, which is
already in advanced stage of planning is required by 2016.
44.
Major Multi-modal Transit Terminals: It is
recommended that consideration be given to developing
three major rail and bus terminals as important
interchange points between inter-city rail/intercity bus/
suburban rail/metro and MMR express bus services
namely ( Figure 10-14):
(a) Existing Thane Station;
(b) In the Vashi Area to interface with the suburban rail and two
proposed metro lines; and
(c) In the Mira Bhayander Area to interface with the Western
Railway, the two proposed north-south metro lines and the
metro line to Thane.

45.
Because of space limitations these multi-modal
terminals/stations are likely to involve elevated structures
spanning over the railway tracks. Subject to feasibility
studies, commercial and residential air-right development
could be incorporated to create significant nodal centres
that are expected to benefit from the regional transport
accessibility. Recent initiatives of BEST in tendering 30
year air-right lease suggest that similar revenue
generating opportunities are to be explored at all stations
and terminals.

10-16

Figure 10-14: Proposed Inter-City Rail

Terminal/ Station & Intermodal Strategy

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
46.
Passenger Water Transport Terminals:
Passenger Water Transport (PWT) Studies carried
out for West Coast reveal that, total daily
passenger use estimated for the base year (2005)
and horizon year (2031) are 0.097 and 0.14 million
respectively for Catamaran option or 0.09 and
0.13 million respectively for Hovercraft Option. In
case of East coast, the total daily ridership
estimated for the base year (2005) and horizon
year (2031) are 6,653 and 10,391 respectively for
Catamaran option or 5,895 and 10,068 for
Hovercraft Option.
47.
The findings of several investigators on the
estimated traffic flows on both the coasts indicate
that the commuter patronage expected for PWT
mode, would be marginal in relation to rail and road
modes. , However PWT has different roles to play
especially in serving local needs of coastal areas.
The following are the critical issues that may affect
the above said ridership estimates with respect to
hinterland OD pairs:
Figure 10-15: PWT Routes and Terminals
(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.

48.
With the proposal of extensive transport network proposed for 2031 and committed, the
expected growth rate for PWT is likely to 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 are to be prepared for assessment and finalisation of PWT
recommendations.

10.2.9.

NON-MOTORISED MODES OF TRAVEL

49.
While MMR enjoys a very high share of walk-trips, it is not expected to be sustained at
current levels with changes to the employment opportunities. Significant share of walk trips are
performed because travellers are captive who live close to stations. With increasing incomes and
vehicle ownership as well better choices in the transit realm, more and more of these walkers are
expected to use transit or personal vehicles (most likely motorized two wheelers). Apart from its
share as an exclusive mode of travel to access place of work or education, walk is also found to be
the most important ingress/ egress mode for suburban trains, and in the future, the metro. Within the
immediate vicinity of rail stations (including the metro), there is a need to prepare station accessibility
improvement plans. Some of these plans could involve extensive and relatively higher cost of
improvements, such as proposed in SATIS schemes and the recently completed demonstration
improvement plans for seven stations by MVRC. The poor station conditions are however
widespread, particularly at the older more heavily used stations, It is recommended that station
assessments be undertaken on a priority basis for lower cost improvement schemes. Since many
improvement measures are outside the railway property, there is a need for involving several
agencies and preparing integrated funding and implementation plans.
50.
Majority of the road network lack proper footpath facilities. Considering the importance of
walk as a main mode (52% of total trips) and walk as a significant ingress/ egress mode to other
main modes (especially train), adequate footpath facilities play an important role for both safe
CONCLUSIONS AND RECOMMENDATIONS

10-17

TRANSFORM
pedestrian movement as well as improving the vehicular traffic operating conditions on the road.
Therefore, footpath facilities are recommended as part of standard cross-sections for different road
corridors along with provision of safe pedestrian crossing facilities at mid-block locations and
intersections. These improvements are also included in the cost estimates.
51. Impact of Proposed Metro Plans: The construction of the proposed metro system in the MMR
is expected to create a significant change in pedestrian travel as illustrated in Figure 10-16. The
individual passenger catchment areas of the limited number of suburban rail stations are large, which
means that for many people, walking distances to and from the stations are too long. In addition to
this, the poor walking conditions that pedestrians have to endure, further disadvantages this most
desirable mode of public transport access.
52. When the metro stations are opened, the passenger catchment areas will be reduced because of
the increased transit coverage. This will encourage walking as the access mode to public transport.
Ease of access to transit stations was found to be the most critical criteria in modal choice decisions,
even more important than the rail fares. The most optimum form of urban travel is to walk from home
to a rail station, travel by train and then walk from the station to the final destination. This simple
principle has been a guiding objective in developing the
recommendations and its
achievement is going to be an essential requirement of a high density region having a population of
34 million.
53. In order to efficiently realise compact transit friendly urban forms, high density node
developments, centred on both existing and proposed transit stations, is a key strategic planning
. Within each station precinct, detailed development/transportation master
policy of
plans, as noted earlier, are to be prepared to foster integrated nodal urban forms and to
progressively reduce levels of traffic congestion and improve pedestrian safety.
54. Improved pedestrian crossings, where there is a high vehicular conflict can be achieved in many
ways:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)

Employ full range of low cost intersection design improvements such as zebra crossings and refuge islands;
Coordinate with local neighbourhood traffic police for enforcement to protect pedestrian right of way at crossings;
Provide grade separated pedestrian facility across major barriers like railway lines, expressways and major
arterials where pedestrian activities are heavy;
Appropriately locate proper traffic signal;
Optimise traffic signal phasing and timings to give proper priority to pedestrians;
Provide adequate street lighting to ensure pedestrian safety;
Provide barrier free footpaths along local and arterial roads and repair damaged ones; and
Identify innovative funding mechanisms like levy of additional property taxes on the commercial establishments
along the footpath, decreasing subsidy for the public transport and thus utilizing the fund in pedestrian facilities.

55. These elements if planned together are expected to lead to good returns if properly integrated
into an area-wide pedestrian network, as an overall walking strategy.

10-18

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM

Figure 10-16: Passenger Catchment Areas Transit Stations

56. While the focus of

has been on regional scale transport facilities, the provisions
for the long, medium and short term investment programs include allowances for improvements for
non-motorised transport. Thus the broad cost estimates include the cost of pedestrian facilities/
safety measures like at-grade and grade separated pedestrian facilities (footpath facilities provided
with guard rails, on either side of proposed widening of arterial roads/ new arterial roads/ higher
order highways/freeways for parallel pedestrian traffic and sub-ways/FOBs at frequent intervals
along these roads for crossing pedestrian traffic), adequate FOBs within the railway stations, FOBs
on either side of railway stations for crossing of railway tracks, FOBs within railway stations, guard
rails in between the tracks in the stations to avoid trespassing. About INR 102 billion is being made
as provision in
costs, for measures to increase pedestrian comfort, safety and
convenience.

10.2.10.

MEDIUM & SHORT TERM TRANSPORTATION STRATEGIES

57.
The transport network for medium term (2021) and short term (2016) is evolved based on the
assessed planning parameters, travel demand analysis and network analysis. The process followed
is more or less similar to the assessment of transport network for the horizon year 2031. The
recommended suburban & metro network (Transit) and highway network for the horizon years 2021
and 2016 are presented in Figure 10-17 to Figure 10-20.

CONCLUSIONS AND RECOMMENDATIONS

10-19

TRANSFORM

Figure 10-17: Proposed Transit Network Horizon Year 2021

10-20

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM

Figure 10-18: Proposed Highway Network Horizon Year 2021

CONCLUSIONS AND RECOMMENDATIONS

10-21

TRANSFORM

Figure 10-19: Proposed Transit Network Horizon Year 2016

10-22

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM

Figure 10-20: Proposed Highway Network Horizon Year 2016

CONCLUSIONS AND RECOMMENDATIONS

10-23

TRANSFORM
58.
The proposed traffic engineering measures are limited to the arterial road network. Prior to
constructing new road links it is suggested that a concerted program on encroachment removal
within the existing right-of-way along the arterial roads is taken up. 1
59.
In the short term, up to 2016, there is a need to undertake transportation projects that
address specific existing deficiencies in order to provide some relief to the current congestion levels
and safety concerns. These have been characterized as Traffic Engineering Measures. Based on
the review of numerous background studies, reports and recommendations supplemented with
further data compiled in the
, an initial assessment of traffic engineering measures
has been compiled and the associated costs have been included the cost estimates.
60.
For other measures such as ATC, traffic signs & markings, bus bays & shelters,
infrastructure for traffic police, etc., which could not be quantified in numbers, lump sum estimates
have been assumed. It is recommended that, traffic engineering measures should be implemented
well before 2016. Summary of cost estimates for the proposed Traffic Engineering Measures is
presented in Figure 10-21. The total estimated cost is about INR 48.7 billion (@2005-06 prices).

Figure 10-21: Traffic Engineering Measures Cost Estimates

10.2.11.

TRANSPORT INFRASTRUCTURE AND INVESTMENT NEEDS

61. Cumulative detailed cost estimates for the metro, sub-urban railways, highway, bus system,
passenger water transport, terminals, etc. for the horizon years 2031, 2021 and 2016 are
summarized in Table 10-8 and more details are presented in Table 10-9. The total cumulative capital
cost of implementing the recommended transport networks for the years 2021 and 2016 is INR 1,643
and INR 1,342 billion respectively (@ 2005-06 prices). The total program cost for the year 2031 is
INR 2,079 billion.

Encroachments not only spill over into the paved areas of the road, the side frictions created by activities further impedes the
efficient use of the remaining roadway. Pedestrians are forced to walk in between moving traffic, buses stop in through traffic lanes
and rapidly a six lane roadway has the effective capacity of a two lane roadway. Cities such as Delhi have been much more
successful in protecting rights-of-way and Shanghai is an outstanding example of world class city with a world class public realm.

10-24

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
Table 10-8: Summary of Preliminary Cost Estimates for Proposed Transport Networks for Horizon Years 2031,
2021 and 2016
Component
Metro System
Sub-Urban Railway System
Highway System
Highway Corridors with EBL
Bus System
Passenger Water Transport
Truck Terminals, Inter-Bus and Rail
Terminals
Total

2008- 2031
2008- 2021
2008- 2016
Length
Cost
Length
Cost
Length
Cost
km
INR million
km
INR million
km
INR million
435 1,083,730
318
8,370,000
228
609,020
248
314,180
237
291,130
237
283,620
1661
586,690
1117
448,360
817
308,100
79
16,950
112
20,210
165
114,230
42,800
21,500
11,040
4,800
4,800
4,800
30,400
2,422

CONCLUSIONS AND RECOMMENDATIONS

2,079,560

20,380
1,784

1,643,380

11,260
1,447

1,342,080

10-25

TRANSFORM
Table 10-9: Proposed Transport Infrastructure in MMR for the Horizon Period 2008-2031

10-26

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
62. A summary of Cluster wise cost estimates for the horizon year 2031 is presented in Table 10-10.
Distribution of cost according to transportation sub system for various clusters for the horizon year
2031 is presented in Table 10-11. Inferences drawn from the cluster wise cost estimates carried out
for the horizon year 2031 are as follows:
(a)
(b)
(c)
(d)
(e)
(f)

Major clusters in terms of total transportation network cost are Navi Mumbai (21.0%), Island City (16.8%) and
Western Suburbs of Greater Mumbai (13.0%) for the horizon year 2031;
Share of Metro system and Highway system in total cost are 52.1% and 29.0% respectively for the horizon year
2031 which are major transportation sub-systems in the recommended transportation plans;
Major clusters in terms of Metro system are Island City, Western suburbs and Navi Mumbai;
Major clusters in terms of Sub-urban rail system are Navi Mumbai, Rural MMR and Pen-SEZ;
Major clusters in terms of Highway system are Vasai-Virar, Navi Mumbai, Western Suburbs and Pen-SEZ; and
Major clusters in terms of Bus system are Navi Mumbai, Kalyan, Thane and Pen-SEZ.

Table 10-10: Cluster wise Cost Estimates (In INR million): Horizon Year 2031
Cluster.
No.
1
2
3
4
5
6
7
8
9
10
11

Cluster

Metro
System

Island City
Western Suburbs
Eastern Suburbs
Thane
Navi Mumbai
Kalyan
Vasai-Virar
Rural MMR
Pen-SEZ
Bhiwandi
Mira-Bhayander
Total

255041
166503
91912
86055
213668
57625
51492
4990
113853
14139
28452
1083730

Sub-Urban
Railway
System
10752
16580
7401
26749
106714
13652
12453
64355
47015
5347
3166
314185

Highway
System
77607
82595
21841
29483
86411
42279
103006
53041
57062
8279
25091
586693

Highway
Corridors
with
EBL
0
0
0
4535
11123
1296
0
0
0
0
0
16953

Bus
System

PWT

Terminals

2927
2064
1867
5311
9784
5720
4449
3893
4882
953
953
42804

328
231
209
596
1097
641
499
437
547
107
107
4800

2079
1466
1326
3772
6948
4062
3160
2765
3467
677
677
30399

Total
348734
269440
124557
156501
435744
125275
175059
129480
226826
29502
58446
2079564

Table 10-11: Transportation Sub System Cost Distribution among Clusters for the Horizon Year 2031
Cluster.
No.
1
2
3
4
5
6
7
8
9
10
11

10.2.12.

Cluster

Metro
System

Island City
Western Suburbs
Eastern Suburbs
Thane
Navi Mumbai
Kalyan
Vasai-Virar
Rural MMR
Pen-SEZ
Bhiwandi
Mira-Bhayander
Total

23.5%
15.4%
8.5%
7.9%
19.7%
5.3%
4.8%
0.5%
10.5%
1.3%
2.6%
100.00%

SubUrban
Railway
System
3.4%
5.3%
2.4%
8.5%
34.0%
4.3%
4.0%
20.5%
15.0%
1.7%
1.0%
100.00%

Highway
System
13.2%
14.1%
3.7%
5.0%
14.7%
7.2%
17.6%
9.0%
9.7%
1.4%
4.3%
100.00%

Highway
Corridors
with
EBL
0.0%
0.0%
0.0%
26.8%
65.6%
7.6%
0.0%
0.0%
0.0%
0.0%
0.0%
100.00%

Bus
System

PWT

6.8%
4.8%
4.4%
12.4%
22.9%
13.4%
10.4%
9.1%
11.4%
2.2%
2.2%
100.00%

6.8%
4.8%
4.4%
12.4%
22.9%
13.4%
10.4%
9.1%
11.4%
2.2%
2.2%
100.00%

Terminals

% Share

6.8%
4.8%
4.4%
12.4%
22.9%
13.4%
10.4%
9.1%
11.4%
2.2%
2.2%
100.00%

16.8%
13.0%
6.0%
7.5%
21.0%
6.0%
8.4%
6.2%
10.9%
1.4%
2.8%
100.00%

FINANCING PLAN FOR TRANSPORTATION PLAN OF MMR

63.
The MMR economy is likely to grow at 12% per annum. In that case, the total net district
domestic product (NDDP) of MMR from 2007-08 to 2020-21 would be INR 58,916 billion in 2004-05
prices. As per the DFR of Business Plan, submitted in August, 2007, the total infrastructure (which
include transport infrastructure) needs of MMR during that period have been estimated to be INR
2,939 billion (US$ 70 billion) or 5% of NDDP. It is generally expected that up to 8% of the domestic
product could be invested in infrastructure. From that perspective, the required scale of investment
appears feasible.
64.
The transportation plan evolved for the region considers both deficiencies and growth needs
of alternative futures. The size and components of plan are very large, demanding a re-thinking of
the way such a large financial undertaking is managed and controlled. Transport investment needs
for the period upto 2031 are to the tune of INR 2,079 billion (which is approximately US $ 50 billion).
CONCLUSIONS AND RECOMMENDATIONS

10-27

TRANSFORM
Succeeding pragraphspresent recommendations regarding how the required resources could be
mobilised and institutional strenthening to undertake such unprecedented scale of infrastructure
investment.
65.
Mumbai is not alone in wrestling with the problem of fiscal and governance reform. As a city
region expands it often outgrows its governance arrangements and has to re-invent itself.
Considering this, alternative sources of funding the plan and/or projects, are explored and potential
institutional arrangements are studied. These are very complex multi-faceted and multi-dimensional
issues and the mandate of
is only to identify options rather than to make firm
are so large
recommendations. It is evident that the resource mobilization needs of
that, small adjustments in existing funding sources and institutional responsibilities are not
adequate.. During consultations with many stakeholders across the region there were no dissenting
voices on the desirability of resource mobilization and institutional reform in the region.
66.
The resource mobilization opportunities have been categorized under the groupings of
General Revenue Sources (Inter-Governmental Transfers and Borrowings), User Pay Sources (Tolls,
Dedicated fuel tax, Development Charges, One Time Cess on the New Vehicles, etc.) and Transport
System Leverage Sources (Public Private Partnerships, Advertisement Rights, Air Right
Development, etc).
67.
The total investment needed for the period 2008 2031 is about Rs 2,079 billions 2. The
extent of funds, which can be raised from different sources are worked out. The effort is to reduce
the burden on the government exchequer to the maximum extent possible. There is a possibility of
drawing majority of the total investment from private sector3 as reflected in the financial analysis
undertaken, and the inference drawn from it. The extent of contributing heads towards total
investment has been identified along with the probable funding sources as presented in Table
10-12. The total infrastructure investment is proposed to be funded through 47% by private
investment in PPP format, 27% by Government own funds, 13% by SPV4 and 12% by borrowings.
This allows enough cushion to allow for uncertainties.
Table 10-12: Summary of Funding Requirement and Sources - 2031
Project
Metro System
Suburban Rail System
Freeways
Sub-urban rail improvements
Arterial Corridors: Upgradation
Arterial Corridors: New Links
Road Safety & Traffic Management
Measures
Bus System: Bus fleet & Depots for EBL
operations
Bus System: Bus fleet for ordinary bus
public transport operations
Passenger Water Transport (PWT)
Terminals (Truck, Bus, Inter-city rail)
TOTAL

Total
Sources of Funding (% )
Investment Private Sector Through
Borrowings by
(Mill Rs)
Investment5
SPV
Government
922,787
62%
9%
9%
181,836
83%
5%
267,219
38%
59%
1%
132,350
30%
101,010
30%
603,40
30%

Government Own
Funds
20%
12%
2%
70%
70%
70%

65,450

30%

70%

24,500

50%

15%

35%

18,300
4,800
30,400
1,808,992

50%
50%
47%

13%

30%
15%
15%
12%

70%
35%
35%
27%

68.
Note: The committed projects/ projects in advanced stage for implementation comprise four
of freeway corridors, H1, H2, H3 & H22 and three metro corridors, M1, M2 & M3 as defined in the
present study, have been omitted under the funding required in the table.
2

This investment includes committed investment, which is not a part of the financial plan which has been evolved as a part of this
study.
3
Commercial exploitation of nodes/stations.
4
SPV is initiated by the government with private sector or other agencies forming a part of the consortium. The equity contribution is
expected to be made by all participating parties.
5

Potential of private sector involvement is contingent upon the concept of real estate/ nodes/ stations/ station area development. If this condition is not
met then the extent of funding raised from private sector would need to be mobilized through some other sources.

10-28

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
69.
As already mentioned the extent of private sector participation, as worked out in Table 10-12
is conditional to the extent of real estate and station area development for commercial purposes. The
extent of private sector participation, as stated above, is the maximum level for which the
implementing agencies can target, as likely to be executed by the private sector. The funding
strategy, as worked out in the table, explores the scope of Private Sector Investment first, with or
without VGF, followed by SPV and lastly through own funds of the government. It is possible that the
MMRDA may be able to get funds, for execution of some of the above projects, through other
avenues as well.

10.2.13.

INSTITUTIONAL OPTIONS

10.2.14. VISION FOR A REGIONAL AUTHORITY

70.

recommends a regional multi-modal transportation plan for the MMR.

proposals cross jurisdictional boundaries to achieve fully integrated regional transit
and road networks. Because of this, and the physical and financial magnitude of the plan, the
implementation could only be undertaken by a regionally focused authority that has the vision and
legislated powers to equitably mobilize the necessary resources to implement
over
a 25 year time frame. The Authority to be mandated to achieve a transportation future where people
and goods move in a way that promotes a healthy economy, an improved environment and quality of
life for generations to come.

10.2.15. MISSION FOR THE AUTHORITY

71.
The Authority is to plan, finance, implement and champion an integrated transportation
system that moves people and goods safely and efficiently supporting MMR growth strategy, air
quality objectives and economic development.

10.2.16. PRIORITIES OF THE COORDINATING AUTHORITY

72.
The Authority is to believe that the only way it can achieve its transportation vision is by
applying the following core values to everything it does.
(a)
(b)
(c)
(d)
(e)
(f)
(g)

Safety: It will plan and deliver a transportation system that promotes health, safety and security of the public;
Fiscal Responsibility: The Authority to invest the publics transportation funds wisely to ensure that the system
is sustainable in the long term and the Authority is to make every effort to attract financial partners;
Accountability: The Authority is to account for its achievements, shortcomings, challenges to the public,
stakeholders and partners;
Communication and Consultation: The Authority is to listen to and actively seek the ideas of the public,
partners and stakeholders. It is to provide clear and concise information in timely manner.
Customer Service: The Authority has to understand its customers and increase their satisfaction with the
services they receive;
Integrity: The Authority is to conduct itself ethically, respectfully and honestly as stewards of the MMR
transportation system; and
Teamwork and Partnership: The Authority is to work together as partners to achieve a sustainable
transportation network that meets the concern and future needs of the MMR.

10.2.17. OPTIONS FOR A REGIONAL AUTHORITY

73.
The NUTP acknowledges that the formation of UMTA would have to respond to the particular
needs of the metropolitan area. Several options, that were initially examined included: (a) Reinforcing
the Coordinating Role of MMRDA; and (b) formally establishing a New Unified Metropolitan
Transport Authority (UMTA).

OPTION 1: REINFORCING THE COORDINATING ROLE OF MMRDA

74.
In a concurrent study on Business Plan for Mumbai Metropolitan Region the report has
recommended additional functional areas for MMRDA and Transport is one amongst them. The
main objective of the proposed MMR Transport functional unit is to provide support in:
CONCLUSIONS AND RECOMMENDATIONS

10-29

TRANSFORM
(a) Planning and development of infrastructure;
(b) Operating the various services in seamless manner; and
(c) Coordinating all these functions through authority.

75.
Since, creation of separate UMTA is expected to take some time, an arrangement is
recommended with the following interim Unified Transport Administration (UTA) for evolving
coordinated transportation set up. To achieve the objectives mentioned above, it is important to
bring together all these authorities creating Unified Transport Administration where decisions are
taken on common platform at State, Regional and at Local level respectively (Ref. Figure 10-22).
Details of the restructuring are presented as follows:
Formation of Transport Board/High Powered Committee:

76.
Pending the creation of full fledged Unified Metropolitan Transport Authority, it is proposed to
create Transport Board (TRB or High Powered Committee: at State Government level to facilitate
the various Authorities belonging to Centre, State and Regional level, to take decisions that are
common to Metropolitan area. Transport Board is to be vested with the mandate to coordinate
between State and Regional level authorities including cost sharing and sort out the differences
between related agencies. It will also find ways and means for financing regional level transport
projects, and form Special Purpose Vehicles (SPVs) as and when necessary. It is to raise required
resources through different instruments. For these purposes, it needs statutory backup.
77.
This Board/HPC to be functioning at State Secretariat within the Urban Development
Department, with Minister being the Chairman. The Secretary Urban Development is to coordinate
the Board activities. The Board to have responsible members from Transport and planning related
Stakeholders from Central, (Railways, NH, Ports, Airport etc) State Governments (Transport, Home,
PWD, Municipal Administration, MRVC, MSRDC etc), Heads of Service providers, and the MMRDA
Commissioner as its secretary. It can have invitees depending upon the nature of project under
discussion. MMRDA to provide secretarial, planning and coordination functions of this Board.
Level
Urban
Development
Department

Organizational structure

Transport Board /
High Powered Committee

Strengthening of MMRDA
Authority & Executive Committee

MMRDA

Creation of Directorate of
Transportation
MMR Transport Advisory
Panel

Municipalities
ULBs

Creation of Traffic &

Transportation Division
With Separate Budget

ULB Traffic Advisory Panel

Functions
Financing of Capital Intensive
Projects, &Cost sharing,
Inter Authority Coordination,
Prioritization of Projects
External funding,
Transport Policies
Planning of projects of regional
significance, integrated land use
transport policy, land control,
identification of projects of regional
significance, preparing 5 year
rolling program for transport
infrastructure development, deciding
financing and implementation
(either through other agencies, PPP,
SPV, external funding

Spot improvements, junctions,

signals, markings, signs, parking,
bus stops, road maintenance, and
public representations.

Figure 10-22: Institutional Arrangement for Option I: Strengthening MMRDA to include transport functionsUnified Transport Administration
10-30

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
Strengthening MMRDA

78.
It is proposed to strengthen the MMRDA Authority and its Executive Committee with
additional members in order to represent other stake holders. It is proposed to create additional
Departments to shoulder newly emerging transport functions, by strengthening MMRDA in three
aspects and the details of the proposed organisational structure is presented in the Figure 10-23.
(a) First, by expanding the Authority by involving elected Mayors from all Municipalities and urban local bodies as
regular members and not as invitees to increase their commitment;
(b) Second, by including the Secretaries of Transport and Home Departments in the Executive Committee as new
members in arriving at suitable transport decisions; and
(c) Third, by expanding the functional areas of MMRDA by creating Directorate of Transportation to handle the
newly emerging Metro systems, Regional Highways, Exclusive Bus Lanes/Bus Rapid Transit System, Mono-Rail
systems, coordinating transit and para-transit operations of various service providers, creating integrated
transportation system for seamless travel in MMR etc.

79.
The Department is to be subdivided into divisions such as Surface Transport department,
Regional Metro Department, Sub-urban Rail Transport Department (Coordination), Marine
Transport Department, ITS and Corridor Management Department each headed by professional
managers. Further, Regional Surface Transport Department will have two divisions, MMR Bus
Transport Division and MMR Road Transport Division. These departments and divisions are to have
separate supporting professional staff and annual recurring budgets. The Transport Department to
be guided by Transport Advisory Panel for inter carrier and sub regional coordination.
80.
In fact, the whole MMR Transport organizational structure, which is presented within the
dotted lines in the Figure 10-23 is equivalent to the role of UMTA. The main purpose of all these
departments is to plan Regional level transport systems and facilities, coordinate all the activities for
seamless travel over the region and to provide common standards and specifications which are
common to all local bodies. They are to have team of professionals in relevant disciplines to provide
most up to date solutions. These units to arrive at resource generation plans to create new transport
facilities in the region. Ultimately these units are to take over all the Regional Transport System
responsibilities when the full fledged UMTA is constituted.
81.
It must be noted that in this interim model, actual transport services are provided through
service providers, such as MMR Metro Corporation, Regional Bus Transport Corporation, etc;
However, planning of bus routes, common ticketing etc are, arrived at the Transport Advisory Panel
level. The Directorate is to create a centralized Data and Computer Modeling Centre, the
expenditure of which can be shared among beneficiaries. The MMRDA to create separate budget
subheads for Traffic and Transportation projects under the Directorate of Transportation.

CONCLUSIONS AND RECOMMENDATIONS

10-31

TRANSFORM

Figure 10-23: Proposed Organisation Setup in MMRDA

82.

Creation of Traffic & Transportation Departments in Municipal Bodies:

(a) It is proposed to strengthen Municipal bodies by creation of Traffic & Transportation Departments, supported by
Traffic Advisory Panel with stakeholders to coordinate local activities. The proposed organizational setup is
given in ( Figure 10-24);
(b) Necessary technical function is to be provided by Traffic & Transportation Department to be created in each
Local Authority. This unit is to be headed by Transportation professional, and to have separate budget subhead
from out of its regular funds;
(c) The Advisory Panel is to be constituted in respective Municipal Corporations and local bodies. Municipal
Commissioner is to chair the panel, with members comprising RTA, Traffic Police, Bus Transport, Municipal
Transport, and Utility Departments operating in the area etc. The Traffic & Transportation division head is to be
its secretary; and
(d) Their functions are to coordinate among various functional providers situated within municipal area, to look after
Spot improvements, design and modify junctions, signals, providing lane markings, traffic signs, parking facilities
& controls, bus stops, road maintenance, and attend to public representations. One of the major issues is to
integrate the services of Electricity, Telephone, water, sewerage and other municipal related services. They can
have separate units for Parking, advertisement etc. All projects that are of regional significance are to be referred
to MMR Board for arriving at decisions. They can approach MMRDA for additional grants.

10-32

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
Commissioner of Police
Corridor Management &
Safety

Other Units

Municipal Commissioner

Engineer Roads

Execution and
Maintenance

Engineer
Traffic & Transportation

Parking &
Bus Stops

Advisory Panel
Traffic Police, Bus
Transport, Trucking
Companies, IPT

Traffic Signals & Signs

and Markings

Figure 10-24: Proposed Organisation Setup in Municipal Corporations and ULBs

83.
It is observed that several local bodies have budget sub head for roads, but not for traffic
related works. Traffic related equipment and works deserve equal attention by way of having a
separate sub-head. A separate budget subhead for Traffic & Transportation, is needed and to be
created by ULBs to form part of annual recurring grants. This will result in ensuring focused attention
on traffic improvements.

OPTION 2: FORMALLY ESTABLISHING A NEW UNIFIED METROPOLITAN TRANSPORT AUTHORITY (UMTA)

84.
Potential institutional arrangement to effectively deliver the transport proposals is shown in
Figure 10-25. The main delivery vehicle for transport infrastructure would be three corporations
under the full control of a regional authority namely: (a) MMR Surface Transport Corporation; (b)
MMR Rail Transport Corporation; and (c) MMR Marine Transport Corporation.
85.
The MMR Surface Transport Corporation to be responsible for the designated regional
road network. This Corporation is to also take responsibility of all local bus corporations with a
mandate to manage the road network that provides priority to public transport. An alternative to this
arrangement would be to have an integrated bus and rail transit corporation. The argument in favour
of former is that the performance of the road system dictates the efficiency of bus operations. Bus
Operation (people movement) shall take precedence over simplistic vehicle running.
86.
A critical economic factor with faster ferries is the high cost of vessel maintenance and the
fuel consumption demands which rise dramatically with speed. The Marine Transport Corporations
mandate includes undertaking balanced assessments of need and justification for any public
investment in marine transport in relation to other planned investments in urban transport. The
Corporate Management Wing of the Regional Authority is to include a complete range of functions to
plan, design, fund, construct, operate and maintain security of persons and property of the transport
infrastructure under its control through the corporations described above. They are: (a) Finance &
Programming; (b) Administration; (c) Legal; (d) System Planning & Integration; (e) Project
Management; (f) Regional Information System/Intelligent Transport System; (g) Public Liaison; and
(h) Regional Transport Police and Security.
87.
This would require a major increase in MMRDA staffing levels within the Corporate
Management Wing as well as in each of its implementing corporations. The institutional structure
described would facilitate the contracting out of many delivery functions.

CONCLUSIONS AND RECOMMENDATIONS

10-33

TRANSFORM

Figure 10-25: Institutional Arrangement for Option 2: Proposed Organisational Structure for UMTA

88.
The urgency for this option became apparent after the announcement by the Prime Minister
in Mumbai in August 2006. This could take the form of a separate authority headed by a senior most
bureaucrat (e.g. Chief Secretary) and empowered by a separate legislation to take control of
coordination, integration and funding.
89.
Amongst other several functions that UMTA is expected to be responsible for, public
transportation is important one. The responsibilities of Regional Road and Transit Transport
Corporation are to manage the public transport. The functional roles of this corporation can have
following alternatives:
(a) An agency responsible for the implementation and operation of the proposed Metro system;
(b) An agency responsible for Metro and the Suburban Rail to ensure modal integration; and
(c) An agency responsible for the Metro, the Suburban Rail and all bus systems.

90.
There are many international models for each of the options outlined above. There is a clear
trend, worldwide, for fully integrated regional transit to satisfy the desire of transit passengers to
readily transfer between different public modes in order to meet the growing demands for longer
distance commutes. This public transport integration, whether it is in the form of integrated
schedules or seamless fare structures, is essential if public transport is to successfully compete with
the private modes that freely move through the road and highway system traveling door-to-door.
The rationale for designating Regional or Metropolitan responsibilities for roads presents a greater variety of choice,
because many of the road links serve a very local but multi- functional service and are not solely provided for
transportation. Water supply, sewerage, electricity, telecommunications, garbage collection, fire protection and
security are all very dependent on a well functioning road network.

10-34

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
UNIFIED MUMBAI METROPOLITAN TRANSPORT AUTHORITY

91.
Government of Maharashtra in Home (Transport) Department by its resolution dated 12th
February 2008 established the Unified Mumbai Metropolitan Transport Authority (UMMTA).
92.
Composition of UMMTA: UMMTA is chaired by the Chief Secretary to GoM with
Secretaries of Urban Development, Planning, Finance, Transport, Environment, Law and Judiciary,
Public Works and Special Project Departments as members. Chiefs of functional agencies such as
Central and Western Railways, MCGM, MMRDA, Police Commissioner, Transport Commissioner,
CIDCO, MSRDC, MSRTC, BEST, Airport Authority of India are also members. In addition, experts in
Transport and Transportation Engineering are also members and Joint Commissioner, MMRDA is
the Member Secretary.
93.

Functional Jurisdiction: Functions of UMMTA cover:

(a) UMMTA shall bring about coordination amongst the agencies working in the transport sector
in MMR;
(b) Without prejudice to the Constitutional autonomy of the ULBs, UMMTAs decisions in respect
of Unified Transport Plan, Modal Preference, Priority of Infrastructure, Raising of Finances
and their allocation and Working Procedures shall be final;
(c) UMMTA will be competent to make recommendations or issue directives on following
aspects:

Comprehensive Transport Plan for the Metropolis;

Coordination amongst the Regional or City Development Plans and the Regional Transport Plans;
Modal priorities and integration;
Prioritisation of infrastructure development and integration;
Selection of executive agencies for operating infrastructure services;
Bus Rapid Transit;
Economic planning and allocation of financial resources;
Techniques of execution and Public Private Partnership;
Bringing about unanimity amongst various agencies;
Transport related research and knowledge;
Training in transport sector; and
Other work assigned by Mumbai City Planning Committee.

94.
Constitution of Committees: For in-depth study of specific aspects, UMMTA will constitute
following committees.
(d)
(e)
(f)
(g)
(h)
(i)
(j)

Planning Committee;
Finance Committee;
Transport & Traffic Engineering Committee;
Traffic Systems and Management Committee;
Regulation, Safety & Environment Committee;
Traffic, Parking & Transport Terminals Committee; and
Legal Committee.

95.
MMRDA is expected to provide staff, technical assistance and bear the expenses of UMMTA.
GoM intends to provide statutory existence to UMMTA in due course.
96.

UMMTA as described above, is not fully in conformity with what is being recommended by
. It is important that UMMTA is made more functional and meets the defined
objectives/functions as enunciated by this study.

10.2.18. POLICIES & ACTS

97.
Early action on some policies and acts which play crucial role in achieving successful
implementation of the
as some of the policies and acts need amendments. The
are as follows:
major policy changes proposed under
CONCLUSIONS AND RECOMMENDATIONS

10-35

TRANSFORM
98.
Amendment to Indian Tramways Act, 1886 for implementation of metro corridors at regional
level i.e. passing through two or more corporation/ council areas/ or within the Metropolitan Areas
declared following constitutional provisions;
99.
Amendment of MR&TP Act, 1966 to enable levy of price linked development charge for
Planning Authorities and amending MMRDA Act, 1974 to enable Government to levy additional
development charge to finance metropolitan region level infrastructure;
100.

Policies to promote transit oriented development;

101. Parking Policy for amendments in implementation of uniformity of parking regulations in

corporation areas and council areas, effective enforcement of parking regulations, etc.; and
102.

Pedestrian Policy for implementation of the proposed pedestrian facilities.

10.2.19. THE ACTION PLAN

103. The action plan for implementation of transport plan would begin by considering, approving
study recommendations on transport plan and this shall be in sync
and adopting the
with the action plan for implementation of business plan. The suggested action plan is given under:
proposals;
(a) Secure Cabinet approval of
(b) Establish mandated Mumbai Metropolitan Regional Authority for

Development Planning
Transportation
Water Resources
Economic Growth
Infrastructure Finance

(c) Establish comprehensive, sustainable and where possible ring fenced funding mechanisms for
implementing regional infrastructure improvements;
(d) Update Regional and ULB Development Plans to incorporate
proposals. This
should include rationalising FSI patterns that respond to accessibility including TOD, floor space
demand of population and development needs of old neighbourhoods and slums;
(e) Prepare Detailed Feasibility Study and Project Reports as appropriate for first priority transit and
road improvements identified in
;
(f) Secure encroachment removal along major transportation corridors and restore capacities to
safely and effectively move people and vehicles;
(g) Implement measures to protect long term transportation corridors (protection of Right of Way);
(h) Implement policies to promote transit oriented development;
(i) Declare MMRDA as SPA for Protection of Right of Way and to regulate development along the
identified transport corridors/ nodes/ terminals;
(j) Introduce travel demand management measures;
(k) Implementation of integrated fare structure and Common Ticketing among existing as well as the
proposed public transport systems in MMR. The modality of implementation could be decided
through separate consultancy.
(l) Review and updating of transport investment plans and priorities every 5 years;
(m) Undertake a comprehensive assessment of infrastructure investment and greenfield development
options to address the following objectives:

Reduce the effective land cost component of development

Increase the availability of developable land to meet existing shortages to reduce land inflation
pressures
Increase serviced land availability to capture unforeseen but competitive opportunities for economic
development where land availability is a key decision factor
Minimize investment demands and risks by the public sector

(n) Undertake works on an urgent basis that are appropriate to implement the
time bound manner.
10-36

in a

CONCLUSIONS AND RECOMMENDATIONS

TRANSFORM
10.3. MONITORING AND EVALUATION FRAMEWORK
104. Transportation plans like Regional Plans and Development Plans are characterized by the
absence of monitoring and evaluation system. Consequently it is difficult to evaluate the extent to
which objectives of such plans are achieved. Since the practice of monitoring and evaluation is
practically non-existent, monitoring of resource inputs and outputs is also not available. At project
level like in case of MUTP, monitoring and evaluation system is designed as part of project
preparation. A twenty five year
unlike any other project includes investments in
infrastructure, policy changes, institutional and legal reforms and their implementation. The expected
outcomes are a combined result of all these measures within the globalizing macroeconomic
framework. This makes it imperative that a formal monitoring and evaluation system is put in place
with adequate resources. This alone would make it possible to track the progress in achieving the
goal and fine-tuning the strategies and plans, institutions and projects on a sustained basis.

10.3.1.
105.
(a)
(b)
(c)
(d)
(e)
(f)
(g)

KEY INDICATORS
Key indicators identified for monitoring the action milestones of

are:

Approvals from the GoM;

Project preparatory works;
Mobilisation of resources
Strengthening MMRDA T&C Division and ULBs;
Institutional Strengthening;
Implementation of Plan; and
Monitoring transport system performance indicators.

106. For each of the above action milestones, key indicators, data sources for computing the
indicators and target value for indicator wherever possible are presented in the following paragraphs.

10.3.2.

APPROVALS FROM GOM

Key Indicator

Action Milestones
By end of 2009

Submission of

Responsibility
MMRDA

recommendations for cabinet approval

10.3.3.

PROJECT PREPARATORY WORKS

Key Indicator

Prepare Pilot Project Reports

Feasibilities and DPRs

10.3.4.

Action Milestones
Expressway Project
Metro Project
Multi-modal Corridor Project
Sub-urban Rail Project
Parking and Congestion pricing
Minimum of one year to two years prior
to project implementation based on
phasing of projects presented in Table
8-24/ Table 8-25 of Chapter 8.

Responsibility
MMRDA to hold discussions
and have consent for
implementation of projects
UMMTA/ MMRDA

MOBILISATION OF RESOURCES

Key Indicator
Municipal Finance
Operating Ratio
Revenue Expenditure/ revenue Income
Collection Efficiency
Increase user fees to cover O&M Costs and debt
service
Build Debt servicing capacity to meet 60% of
capital investment needs
Resource Mobilisation
Buoyancy of Recovery
Development Charge Revenue

CONCLUSIONS AND RECOMMENDATIONS

Action Milestones
Data from accrual based
accounting system

Responsibility
Operating ratio <0.9
More than 85% of current
dues
DSCR > 1.5

Building Permission in
proportion to new
construction

Municipal Account > 1

10-37

TRANSFORM
10.3.5.

STRENGTHENING MMRDA T&C DIVISION AND ULBS

Key Indicator
MMRDA to establish unit for monitoring and
planning economic growth
Restructured MMRDA as per the details shown in
Figure 9-6 of Chapter 9
Creation of Traffic & Transportation Departments in
Municipal Corporations and Councils as per the
details shown in Figure 9-7 of Chapter 9

10.3.6.

Action Milestones
Within 6 months of approval from GoM
on
Within 9 months of approval from GoM
on
Within 12 months of approval from
GoM on

Action Milestones
As per the Table 8-24/ Table
8-25 of Chapter 8

ULBs

Responsibility
MMRDA
Indian Railways, MRVC
MMRDA, MSRDC
MMRDA, ULBs
MMRDA, ULBs
MMRDA, BEST, TMT,
KDMT, NMMT, MBMT
MMRDA, MSRDC
MMRDA, MbPT, JNPT
MSRTC
Indian Railways

Passenger Water Transport

Truck Terminals
Bus Terminals
Rail Terminals
MONITORING TRANSPORT SYSTEM PERFORMANCE INDICATORS

Key Indicator
Passengers Carried Per day by transport systems
Traffic Volume Levels on Road Network: At subregional cordon and screen line locations
Speed on Road Network: Major Highways,
Arterials and Sub-arterials

10.3.8.

GoM, MMRDA

IMPLEMENTATION OF PLAN

Key Indicator
Metro System
Sub-urban Railway System
Highway System
Widening of Arterial Roads and Development of
New Roads within ULBs
Traffic Management Measures: Flyovers,
Intersection improvements, traffic signals,
ROBs/RUBs, Pedestrian subways/ FOBs, etc.
Bus System

10.3.7.

Responsibility
MMRDA

Action Milestones
At regular intervals of 3
years
At regular intervals of 3
years
At regular intervals of 3
years

Responsibility
MMRDA
MMRDA
MMRDA

PLAN REVISION AND UPDATION

107. It would be seen from the above that for monitoring many aspects of creating transport
infrastructure in MMR, existing data systems have to be revised, new systems have to be devised,
results from these systems have to be interpreted with reference to the vision of
proposals have to be worked out wherever necessary. Moreover,
proposals need to
be reviewed at 5 year intervals by carrying out minimum traffic and transportation studies. Adequate
manpower and resources have to be therefore devoted to this function.

10-38

CONCLUSIONS AND RECOMMENDATIONS

GLOSSARY

TRANSFORM
GLOSSARY
Access, Accessibility: The opportunity to reach a given destination within a certain time frame or without being
impeded by physical or economic barriers. Also, the ability of vehicles or facilities to accommodate people with
disabilities.
Activity Centre: A location that includes one or more land uses that generates significant number of trips during the
typical day or on special occasions. Regional shopping malls, concentrations of office buildings, large industrial
complexes, and sports stadiums are examples.
Air pollution: The presence of contaminants or pollutant substances in the air that interfere with human health or
welfare, or produce other harmful environmental effects.
Alignment: The horizontal and vertical ground plan of a roadway, railroad, transit route or other facility
Alight: To get off a transit vehicle. Plural: alightings.
Area Traffic Control: Area traffic control system are traffic responsive system that use data from vehicle detectors
and optimize traffic signal settings to reduce vehicle delays and stops. The system operates in a closed loop,
evaluating the real time demand and properly updating network signal timings
Arterial: A class of street serving major traffic movement that is not designated as a highway. There are major and
minor arterials which are designed to primarily provide mobility and are a higher class than local or collector streets
which are designed to primarily provide access.
Assessment: An appraisal, judgment or evaluation based on information provided by inventories and informed by
specified criteria.
At-grade: At surface level, i.e. not bridges or subways. The location of a structure is at the same level as the ground
surface.
Attraction: The pull or attracting power of a zone normally measured as a function of employment activity, population,
or income. For non-home based trips, attractions in a zone can be considered synonymous with trip destinations in
that zone.
Average Daily Traffic (ADT): The average number of vehicles passing a fixed point in a 24-hour time frame is called
daily traffic and average of seven consecutive days is called Average Daily Traffic.
Annual Average Daily Traffic (AADT): The average daily traffic averaged over a full year.
Average Vehicle Occupancy (AVO): The average number of people in a vehicle reporting regionally to worksites or
other related activity centers.
Automobile Dependency: Transportation and land use patterns that result in high levels of automobile use and
limited transportation alternatives. In this case, automobile includes cars, vans, two wheelers, autos, taxi, light
commercial vehicles and trucks.
Auxiliary Lanes: The lanes on the managed lane system used to access the general purpose lanes from the feeder
road.
Baseline: A scenario against which the results of alternative scenarios are measured.
Base Year: The lead-off year of data used in a study. In the present study, the base year is 2005.
Bottleneck: A section of a highway or rail network that experiences operational problems such as congestion.
Bottlenecks may result from factors such as reduced roadway width or steep freeway grades that can slow trucks.
Bus Rapid Transit (BRT): BRT is a form of public transportation using a bus line that can meet or exceed the
performance of most rail systems and is used as a strategy to provide options to those who use personal vehicles,
reduce greenhouse gas emissions, and promote transit oriented development.
Board: To go onto or into a transit vehicle. Plural: Boardings.

GLOSSARY

TRANSFORM
Brownfield: Industrial or commercial property that is abandoned or underused and environmentally contaminated,
especially one considered as a potential site for redevelopment.
Bus: A rubber-tired road vehicle designed to carry a substantial number of passengers, commonly operated on streets
and highways for public transportation service.
Bus Bay: Bus berthing area in a facility such as a transit center or rail station.
Bus Lane: A lane of roadway intended primarily for use by buses, either all day or during specified periods.
Bus Stop: A curbside place where passengers board or alight transit.
Bus Miles or (Bus Kilometers): The total miles (kilometers) of travel by bus, including both revenue and deadhead
travel.
Bus Shelter: A structure constructed near a bus stop to provide seating and protection from the weather for the
convenience of waiting passengers.
Bus Turnout: Cutout in the roadside to permit a transit vehicle to dwell at a curb.
Busway: A special roadway designed for exclusive use by buses. It may be constructed at, above, or below grade and
may be located in separate rights-of-way or within highway corridors. Special lanes dedicated to transit buses, often
incorporating other features to insure high quality transit service.
Capacity: The maximum sustainable flow rate at which vehicles or persons reasonably can be expected to traverse a
point or uniform segment of a lane or roadway during a specified time period under given roadway, geometric, traffic,
environmental, and control conditions; usually expressed as vehicles per hour, passenger cars per hour, or persons
per hour.
Census: A census consists of the collection, compilation and publication of demographic, economic and social
information relating to all persons in a country or area defined by specific boundaries for every 10 years. A census
differs from a survey as it covers the entire population rather than a segment or sample of the population.
Central Business District (CBD): The most intensely commercial sector of a city; often referred to as the downtown.
Centroid: An assumed point in a zone that represents the origin or destination of all trips to and from the zone. (Refer
to Traffic Analysis Zone).
Centroid Connector: A transportation model network link that provides the linkage between the transportation system
and the theoretical point of origin or destination of the trips to or from a particular traffic analysis zone.
Charter Service: Transportation by bus of persons who, pursuant to a common purpose and under a single contract,
at a fixed charge for the vehicles or service, in accordance with the carriers tariff, have acquired the exclusive use of a
bus to travel together with an itinerary, either agreed on in advance, or modified after having left the place of origin.
Certain types of transportation of students, school personnel and equipment can be regarded as charter service.
Cluster: Cluster is part of the region with distinct characteristics with respect to landuse and socio-economic
characteristics. In the present study, for estimation of population for different horizon years, the study area i.e. MMR
has been divided into 11 clusters viz. Island city, Western Suburbs, Eastern suburbs (Greater Mumbai), Thane, Navi
Mumbai, Kalyan, Vasai-Virar, Rural areas of Alibag-Karjat-Khopoli, Pen-SEZ, Bhiwandi and Mira-Bhayandar.
Coincidence Ratio: The coincidence ratio compares the two trip length distributions by examining the ratio of the total
area of those distributions that coincide (i.e., that are in common;). It is defined as:
Co-incidence=

min [ fo / Fo, fp / Fp]

k =1

Total=

max[ fo / Fo, fp / Fp ]
k =1

Co-incidence Ratio = Coincidence/ Total

Where fo is observed demand in k bin and Fo is total observed demand. Similarly, fp is predicted demand in k bin and
Fp is total predicted demand. K is total number of bins, impendence is divided into.

GLOSSARY

TRANSFORM
Collector: A class of street serving neighborhood circulation, and providing a balance between accessibility to land
and through movement of traffic.
Commuter: A person who travels by mass transit regularly between home and work or school.
Congestion: The level at which transportation system performance is no longer acceptable to the travelling public due
to traffic interference.
Congestion Management System (CMS): A process to identify the performance of the transportation system with
regard to traffic congestion, and to analyze alternative responses and implement strategies to alleviate congestion.
The use of travel demand reduction and operational management strategies must be fully considered and
implemented in conjunction with any project that would add capacity to the system available to single occupant
vehicles in air quality non -attainment areas.
Congestion Mitigation: Implementation of demand-management strategies such as carpooling, shuttle service or
flexible work hours to reduce congestion. Can also apply to other strategies to increase the operational efficiency of a
transportation system.
Congestion Pricing: Congestion pricing is a concept from market economics regarding the use of pricing
mechanisms to charge the users of pubic goods for the negative externalities generated by the peak demand in
excess of available supply. Its economic rationale is that, at a price of zero, demand exceeds supply, causing a
shortage, and that the shortage should be corrected by charging the equilibrium price rather than shifting it down by
increasing the supply. Usually this means increasing prices during certain periods of time or at the places where
congestion occurs; or introducing a new usage tax or charge when peak demand exceeds available supply in the case
of a tax-funded public good provided free at the point of usage. According to the economic theory behind congestion
pricing, the objective of this policy is the use of the price mechanism to make users more aware of the costs that they
impose upon one another when consuming during the peak demand, and that they should pay for the additional
congestion they create, thus encouraging the redistribution of the demand in space or in time, or shifting it to the
consumption of a substitute public good; for example, switching from private transport to public transport.
Cordon Line: An abstract line encompassing a study area such as a central business district, a shopping centre or a
larger planning area. Origin-destination surveys and traffic counts are typically conducted along points on this line to
determine the characteristics of travel entering and leaving the study area. It measures the transportation activity
generated by the study area. The line is usually associated with physical barriers, such as rivers or major highways
with limited crossings.
Cordon Pricing: Tolls charged for entering a particular area (a cordon), such as a downtown.
Corridor: Broad geographical band connecting major sources of trips. Usually associated with transportation facilities.
Crush Load: The maximum passenger capacity of a vehicle, in which there is little or no space between passengers
(i.e., the passengers are touching one another) and one more passenger cannot enter without causing serious
discomfort to the others.
Cul-de-sac: A street closed at one end.
Daytime Population: The actual population in a region measured at key times (or continually) across the day.
Daytime population measures are useful for the planning of emergency services, transportation networks, public
infrastructure and services, business locations, etc. This measure can differ significantly to the Census estimate of
population, which is based on where people normally sleep at night.
Delay: The amount of time spent not moving due to a traffic signal being red, or being unable to pass through an
unsignalized intersection.
Demand: Amount and type of travel people would choose under specific price and quality conditions.
Demand-Response: Descriptive term for a service type, usually considered paratransit, in which a user can access
transportation service which can be variably routed and timed to meet changing needs on a semi-daily basis.
Sometimes referred to as dial-a-ride. (Compare with Fixed-Route.)
Demography: The scientific and statistical study of population and in particular the size of populations, their
development and structure. It therefore focuses on the empirical, mathematical and statistical analysis of births and
fertility, deaths and mortality and migration processes and their effects on population size, structure, composition and
distribution and on the causes and consequences of changes in these variables.
GLOSSARY

TRANSFORM
Density: When used in transportation planning, the number of persons or houses per square mile / kilometer.
Desire Line: A representation of the number of trips between various origins and destinations as identified through
travel surveys. These trips are represented by straight lines between the centroids of traffic analysis zones where trips
begin and end, without regard to the specific transportation facilities and services used to make the trips. The
thickness of the line sometimes represents the number of trips between the same centroids.
Destination: End point of a trip.
Developable Land: Land that is suitable as a location for structures and that can be developed free of hazards to, and
without disruption of, or significant impact on, natural resource areas including surface waters, wetlands, floodplains,
parks, steep slopes.
Dial-a-Ride: Term for demand-responsive systems usually delivering door-to-door service to clients who make
requests by telephone on an as-needed reservation, or subscription basis.
Differential Pricing (Variable Pricing): User charges that vary by factors such as vehicle type, vehicle occupancy,
time of use, congestion level, facility location, air quality impact, or other factors.
Disabled: With respect to an individual, a physical or mental impairment that substantially limits one or more of the
major life activities of such an individual; a record of such an impairment; or being regarded as having such an
impairment.
Discretionary User: A transit rider who has an alternate means (auto) to make the trip, but chooses to use transit.
Economic Internal Rate of Return: The EIRR is an indicator to measure the economic return on investment on public
project and is used to make the investment decision. The EIRR is obtained by equating the present value of
investment costs (as cash out-flows) and the present value of benefits (as cash in-flows).
Economic Growth: The increase of the productive capacity and output of a country (or region), usually measured in
terms of Gross National Product.
Elasticity of Demand: A measure of the sensitivity of demand for a commodity to a change in its price. It equals the
percentage change in consumption of the commodity that results from a one-percent change in its price. The greater
the elasticity, the more price-sensitive the demand for the commodity. Price elasticities are an important indicator of
the effects of pricing strategies.
Emissions Inventory: A complete list of sources and amounts of pollutant emissions within a specific area and time
interval.
Environmental Impact Assessment (EIA): Means a statement indicating probable changes in the environment, such
as, changes in the air quality, water quality, soil quality, noise levels, vegetation and wild life, landscape quality, land
use, vehicular traffic, infrastructure, population, economic activity, etc. which may result from any development either
during the course of development being carried out, or thereafter.
Environmental Impact Statement (EIS): A document prepared by a government agency that evaluates the impacts
of a proposed federal action on the environment. Alternative projects are evaluated for the kind and magnitude of their
respective impacts. An EIS details any adverse economic, social and environmental effects of a proposed
transportation project for which federal funding is being sought. Adverse effects could include air, water, or noise
pollution; destruction or disruption of natural resources; adverse employment effects; injurious displacement of people
or businesses; or disruption of desirable community or regional growth. An EIS usually includes measures to mitigate
the adverse environmental effects of a project.
Environmental Management Plan (EMP): A course of action designed to minimize the unavoidable adverse
environmental impacts both during the construction and operational phases of the project.
Exclusive Bus Lanes: Part of the carriageway wherein one or two lanes on either side of the road are exclusively
used for movement of buses.
Electronic Toll Collection (ETC): A method employed to collect toll and maximize time savings for drivers on the
managed lane system.
Exclusive Right-of-Way: A right-of-way that is fully grade separated or access controlled and is used exclusively by
transit.

GLOSSARY

TRANSFORM
Express Bus Service: Transit service designed to speed up longer trips in major metropolitan areas during busy peak
commuting hours by travelling long distances without stopping.
Expressway, Freeway: A divided arterial highway for through traffic with limited controlled access; the intersections of
which are usually separated from other roadways by differing grades. It can be a toll road.
External Trip: A trip with one end inside a study area and the other end outside the study area.
Fare: Payment in the form of coins, bills, tickets and tokens collected for transit rides.
Fare Box: A device that accepts the coins, bills, tickets and tokens given by passengers as payment for rides.
Farebox Revenue: The value of cash, tickets and pass receipts given by passengers as payment for public transit
rides. Total revenue derived from the payment of passenger fares.
Fare Collection System: The method by which fares are collected and accounted for in a public transportation
system.
Fare Elasticity: The extent to which ridership responds to fare increases or decreases.
Fare Recovery: The ratio equating public transportation fare revenue to total expenses. This measure is used to
indicate the level at which the basic route fares support the transit system.
Fare Structure: The system set up to determine how much is to be paid by various passengers using the system at
any given time.
Feeder Service: Service that picks up and delivers passengers to a regional mode at a rail station, express bus stop,
transit centre, terminal, Park-and-Ride, or other transfer facility.
Financial Internal Rate of Return: The FIRR is an indicator to measure the financial return on investment of an
income generation project and is used to make the investment decision. The FIRR is obtained by equating the present
value of investment costs (as cash out-flows) and the present value of net incomes (as cash in-flows).
Financial Planning: The process of defining and evaluating funding sources, sharing the information, and deciding
how to allocate the funds.
Financial Programming: A short-term commitment of funds to specific projects identified in the regional
Transportation Improvement Program.
Fixed Cost: An indirect cost that remains relatively constant irrespective of the level of operational activity.
Fixed Route: Term applied to public transit service that is regularly scheduled and operating over a predetermined
route. Usually refers to bus service.
Floor Space Index (or Floor Area Ratio): Ratio of the combined gross floor area of all floors to the gross area of the
plot.
Footway/Footpath: Pavement, sidewalk, or any surface primarily destined for pedestrian use
Forecasting: The process of estimating the future values of specific variables used in the transportation modelling
process, including population, income and employment.
Foreign Direct Investment (FDI): Investment made by a foreign individual or company in productive capacity of
another country.
Frequency: The amount of time scheduled between consecutive buses or trains on a given route segment; in other
words, how often the bus or train comes (also known as Headway).
Freight: Goods carried by a vessel or vehicle, especially by a commercial carrier
Functional Classification: The categorization of streets and roadways based on their untended use. The
classifications range from expressways, which are a controlled access facility that serves through traffic movement and
provides no access to adjacent land, to the local street that primarily serves access to adjacent land, and provides little
movement of through traffic.

GLOSSARY

TRANSFORM
Garage: The place where vehicles are stored and maintained and from where they are dispatched and recovered for
the delivery of scheduled service.
Geographic Information System (GIS): Computerized data management system designed to capture, store, retrieve,
analyze, and display geographically referenced information.
Generated Traffic: Additional vehicle trips on a particular roadway or area that occur when roadway capacity is
increased or travel conditions are improved, due to latent demand (additional trips that travellers would make if traffic
conditions were improved). A portion of generated traffic often consists of induced travel, that is, an increase in total
vehicle mileage (which excludes travel shifted from other times and routes).
Global Positioning System (GPS): The GPS is a satellite-based navigation system made up of a network of 24
satellites placed into orbit by the U.S. Department of Defense. GPS was originally intended for military applications, but
in the 1980s, the government made the system available for civilian use. GPS works in any weather conditions,
anywhere in the world, 24 hours a day. There are no subscription fees or setup charges to use GPS. GPS satellites
circle the earth twice a day in a very precise orbit and transmit signal information to earth. GPS receivers take this
information and use triangulation to calculate the user's exact location. Essentially, the GPS receiver compares the
time a signal was transmitted by a satellite with the time it was received. The time difference tells the GPS receiver
how far away the satellite is. Now, with distance measurements from a few more satellites, the receiver can determine
the user's position and display it on the unit's electronic map.
Global Warming: An increase in the near surface temperature of the Earth. Global warming has occurred in the
distant past as the result of natural influences, but the term is most often used to refer to the warming predicted to
occur as a result of increased emissions of greenhouse gases.
Grade Separated: A crossing of two forms of transportation paths (e.g., light rail tracks and a highway) at different
levels to permit unconstrained operation.
Greenhouse Effect: The warming of the Earth's atmosphere attributed to a build-up of carbon dioxide or other gases;
some scientists think that this build-up allows the sun's rays to heat the Earth, while making the infra-red radiation
atmosphere opaque to infra-red radiation, thereby preventing a counterbalancing loss of heat.
Greenhouse Gases: Gaseous constituents of the atmosphere, both natural and from human activity that absorb and
re-emit infrared radiation. Water vapour (H2O) is the most abundant greenhouse gas. Greenhouse gases are a natural
part of the atmosphere and include carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons and
sulphur hexafluoride.
Growth Factor: A value used to adjust existing data to produce an estimate for some future year.
Headway: A transit term meaning the time between buses or trains on the same route or line.
Heavy Rail: An electric railway with capacity for a heavy volume of traffic, and characterized by exclusive rights-ofway, high speed and rapid acceleration.
High Capacity Transit (HCT): High capacity transit is a mode of transportation that provides efficient and fast travel
for large numbers of people.
High Occupancy Vehicles (HOVs): Generally applied to vehicles carrying two or more people (some define it as
three or more). Freeways, expressways and other large volume roads may have lanes designated for HOV use, such
as by carpools, vanpools and buses. The term HOV is sometimes used to refer to high occupancy vehicle lanes
themselves. Such lanes are often called diamond lanes.
Highway: Term applies to roads, streets, and parkways. It also includes rights-of-way, bridges, railroad crossings,
tunnels, drainage structures, signs, guard rails, and protective structures in connection with highways.
Highway Capacity Manual (HCM): A guide for engineers and planners to estimate the capacity of the elements of the
highway system, including freeways, ramps, arterial streets and intersections, based on factors that cause the
reduction of capacity, such as parking, curves, topography and other similar factors.
Home-Based Work Trip: A trip for the purpose of ones employment with either trip end being ones home. In the
present study, Home Based Work Trip has been divided into Home Based Work Office trip, Home based Work
Industry trip and Home Based Work Other trip based on type of ones employment at the destination.
Household: Group of all the people who occupy a housing unit.

GLOSSARY

TRANSFORM
Housing Affordability: The issue of the ability of purchasers or renters to afford housing appropriate to their needs,
and in a location that provides access to jobs, education or services. An examination of housing affordability will
generally relate to the amount of disposable income required to rent or buy housing and can also include assessment
of other related costs (for example, increased transport costs due to location of housing).
Induced Travel Demand: Applied to provision of road infrastructure, induced demand refers to the phenomena of
additional traffic being generated (above baseline measures) by the creation of new road capacity.
Infrastructure: A term connoting the physical underpinnings of society at large, or system of public works, including,
but not limited to, roads, bridges, transit, waste systems, public housing, sidewalks, utility installations, parks, public
buildings and communications networks.
Intelligent Transportation Systems (ITS): The integration of transportation facilities and services with computers,
communication and other electronic equipment to enhance the safety and efficiency of the transportation system. ITS
uses equipment and procedures to monitor and manage the flow of people and goods. ITS gets the right emergency
responders to the scene fast and gets information about delays to the users.
Internal Trip: A trip with both ends are located within the study area.
Intermodal Facility: A transportation element that accommodates and interconnects different modes of transportation.
Jaywalking: Cross or walk in the street or road without regard for traffic
Journey: Entire, one-way trip from beginning to end, including intermediate stops and changes of mode.
known as a linked trip.

It is also

Kiss and Ride: A place where commuters are driven and left at a station to board a public transportation vehicle.
Labour Intensive: A form of production in which a high proportion of labour is used relative to the amount of land or
capital employed.
Land Supply: Available amount of developable land.
Land Use: The way specific portions of land or the structures on them are used (e.g., commercial, residential,
industrial, etc.).
Land Use Categories: Standardized system for classifying and designating the appropriate use of properties.
Land Use Plan: Compilation of policy statements, goals, standards, and maps, and action programs for guiding the
future development of private and public property. The term includes a plan designating types of uses for the entire
municipality as well as a specialized plan showing specific areas or specific types of land uses, such as residential,
commercial, industrial, public or semipublic uses or any combination of such uses. A land use plan may also include
the proposed densities for development.
Layover: Layover time serves two major functions: recovery time for the schedule to ensure on-time departure for the
next trip and, in some systems, operator rest or break time between trips.
Level Crossing: Where route crosses railway track
Level of Service (LOS): A set of qualitative descriptions of a transportation systems performance. The Highway
Capacity Manual defines levels of service for intersections and highway segments, with ratings that range from A
(best) to F (worst). Transportation projects are usually planned and designed to result in a LOS of C or D, depending
on the severity of the congestion problems, and the ability to make improvements.
Light Rail Transit (LRT): An electric railway with a light volume traffic capacity compared with heavy rail.
Limited Service: Higher speed train or bus service where designated vehicles stop only at transfer points or major
activity centers. Limited stop service is usually provided on major trunk lines operating during a certain part of the day
or in a specified area in addition to local service that makes all stops. As opposed to express service, there is not
usually a significant stretch of non-stop operation.
Line-Haul: Regular-route transit operations (generally express) along a corridor or corridors.
Link: A representation of a road segment on a transportation model network.

GLOSSARY

TRANSFORM
Linked Passenger Trips A linked passenger trip is a trip from origin to destination on the transit system. Even if a
passenger must make several transfers during a one way journey, the trip is counted as one linked trip on the system.
Unlinked passenger trips count each boarding as a separate trip regardless of transfers.
Load Factor: The ratio of passengers actually carried versus the total passenger seating capacity of a vehicle. A load
factor of greater than 1.0 indicates that there are standees on that vehicle.
Local Street: A street intended solely for access to properties contiguous to it.
Local Service: A type of operation that involves frequent stops and consequent low speeds, the purpose of which is to
deliver and pick up transit passengers as close to their destinations or origins as possible.
Long-Range Transportation Plan (LRTP): A document resulting from regional or state wide collaboration and
consensus on a region's or state's transportation system, and serving as the defining vision for the region's or state's
transportation systems and services. In metropolitan areas, the plan indicates all of the transportation improvements
scheduled for funding over the next 20 years.
Low Income: Household income that is 50% or less of the area median income.
Macroscopic Model: A model that describes traffic flow in the aggregate.
Major Collector Streets: Major collector streets serve several purposes including linking neighborhoods to the
regional system of bicycle and automobile streets, and basic transit services. They typically provide direct access
between residential and commercial developments, schools and parks and carry higher volumes of traffic then
neighborhood streets. Major collector streets area also utilized to access industrial and employment areas and other
locations with large truck and over-sized load volumes.
Major Investment Study (MIS): A specialized study involving all modes, technologies and alternatives that will be
required for all projects of substantial cost that significantly increase the capacity of an access controlled high-type
facility.
Mass Transportation: The provision of general or special transportation service, either public or private, to the public
on a regular and continuing basis.
Master Plan: Is a plan describing the boundaries of specific growth areas and the nature of their development and use
Measures of Effectiveness: MOEs are used to determine the degree to which a particular goal or objective has been
attained. MOEs are used as a basis or standard of comparison (measure), of an action which "produce a decisive,
desired result" (effectiveness).
Minor Arterial Streets: Minor arterial streets are the lowest order arterial facility in the regional street network. They
typically carry less traffic volume then principal and major arterials, but have a high degree of connectivity between
communities. Access management may be implemented to preserve traffic capacity. Land uses along the corridor are
a mixture of community and regional activities. Minor arterial streets provide major links in the regional road and
bikeway networks; provide for truck mobility and transit corridors; and are significant links in the local pedestrian
system.
Mixed Use: Single building containing more than one type of land use or a single development of more than one
building and use, where the different land uses are in close proximity, planned as a unified, complementary whole, and
functionally integrated with transit, pedestrian access and parking areas.
Mobility: The ease with which desired destinations can be reached. Greater mobility usually means higher speeds
and less accessibility.
Mode: The method used for personal travel or the movement of goods on a particular trip. Modes include automobile,
bus, commuter rail, bicycle, walking, rail freight and trucking.
Mode Choice: A process by which an individual selects a transportation mode for use on a trip or trip chain, given the
trip's purpose, origin, and destination; characteristics of the individual; and characteristics of travel by the realisticallyavailable modes.
Moderate Income: Household income that is 50% to 80% of the area.

GLOSSARY

TRANSFORM
Model: An analytical tool (often mathematical) used by transportation planners to assist in making forecasts of land
use, economic activity, and travel activity.
Mode Choice: A procedure that simulates the manner in which choice trip maker travelling between an origin and
destination pair will choose between the use of private/ public transport modes/IPT modes for trip. Modelling
commuters behaviour with respect to mode choice is vital for the transportation policy testing, transportation
infrastructure development, operational analysis of public transportation systems, etc. For effective planning of future
public transport networks, which have varied service and operational characteristics, mode-choice plays an important
role in the planning process.
Mode Split: The proportion of people that use each of the various modes of transportation. Also describes the process
of allocating the proportion of people using modes. Frequently used to describe the percentage of people using private
automobiles as opposed to the percentage using public transportation.
Monthly Pass / Pass: A prepaid farecard or ticket, valid for unlimited riding within certain designated zones for onemonth period.
Multimodal User Equilibrium: In studies about traffic assignment, network equilibrium models are commonly used for
the prediction of traffic patterns in transportation networks that are subject to congestion. In 1952, Wardrop stated two
principles that formalize this notion of equilibrium and introduced the alternative behavior postulate of the minimization
of the total travel costs. Wardrop's first principle states: The journey times in all routes actually used are equal and less
than those which would be experienced by a single vehicle on any unused route. Each user non-cooperatively seeks
to minimize his cost of transportation. The traffic flows that satisfy this principle are usually referred to as "user
equilibrium" (UE) flows, since each user chooses the route that is the best. Specifically, a user-optimized equilibrium is
reached when no user may lower his transportation cost through unilateral action. Wardrop's second principle states:
At equilibrium the average journey time is minimum. This implies that each user behaves cooperatively in choosing his
own route to ensure the most efficient use of the whole system. Traffic flows satisfying Wardrop's second principle are
generally deemed "system optimal" (SO). In complex urban areas, people travel by different modes like private vehicle
(car, two wheeler, etc.), intermediate public transport modes (Auto, taxi, etc.), road based public transport modes
(bus), rail based public transport modes (train, metro, monorail, etc.). Equilibrium analysis considering road as well
transit based modes simultaneously is called Multimodal User Equilibrium analysis. An important feature of the
EMME assignment modules (incorporating the multimodal effects) is that the auto assignment may use data related to
the transit network and the transit assignment may use data that results from the auto assignment. For instance, the
congestion effect due to buses can be included in the auto volume-delay functions. Conversely, transit time functions
may depend on the auto times resulting from an auto assignment.
Network: A system of links and nodes that represent highway segments and intersections, and transit services, used
in a transportation model to estimate the use of the transportation system.
Nonmotorized: A transportation mode not using motorized vehicles. (For example bicycling, walking, horseback
riding, and roller blading are all types of nonmotorized transportation).
Open Space: Public and private land that are generally natural in character. It may support agricultural production, or
provide outdoor recreational opportunities, or protect cultural and natural resources. It contains relatively few buildings
or other human-made structures. Depending on the location and surrounding land use, open space can range in size
from a small city plaza or neighbourhood park of several hundred square feet, corridors linking neighbourhoods of
several acres to pasture, croplands or natural areas and parks covering thousands of acres
Operational Improvement: Capital improvement consisting of installation of traffic surveillance and control
equipment, computerized signal systems, motorist information systems, integrated traffic control systems, incident
management programs, and transportation demand and system management facilities, strategies and programs.
Operating Cost: The total costs to operate and maintain a transit system including labor, fuel, maintenance, wages
and salaries, employee benefits, taxes, etc.
Operating Expense: Monies paid in salaries and wages; settlement of claims, maintenance of equipment and
buildings, and rentals of equipment and facilities.
Operating Ratio: A measure of transit system expense recovery obtained by dividing total operating revenues by total
operating expenses.
Operating Revenue: Revenue derived from passenger fares.

GLOSSARY

TRANSFORM
Operating Speed: The rate of speed at which a vehicle in safely operated under prevailing traffic and environmental
conditions.
Operator: An employee of a transit system who spends his or her working day in the operation of a vehicle, e.g., bus
driver, streetcar motorman, trolley coach operator, cablecar gripman, rapid transit train motorman, conductor, etc.
Optimization: To find the best possible solution to a technical problem in which there are a number of competing or
conflicting considerations.
Origin: For transportation purposes, it is the location of the beginning of a trip or the zone in which the trip begins.
Origin-Destination Survey (O-D Survey): A survey typically undertaken of travellers (motorists or transit passengers)
to identify travel patterns, habits and needs.
Paratransit: Applies to a variety of smaller and flexibly-scheduled transportation services using low capacity vehicles,
such as Three Wheelers, taxis, Vans, to operate within normal urban transit corridors or rural areas. These services
usually serve the needs of persons whom standard mass transit services would serve with difficulty, or not at all.
Common patrons are the elderly and persons with disabilities.
Park and Ride: A procedure that permits a patron to drive a private automobile to a transit station, park in the area
provided for that purpose, and ride the transit system to his or her destination.
Park and Walk: Out-of-town centre car parking integrated with walking routes.
Parking Management: Strategies aimed at making better use of available parking supply. Parking management
strategies include preferential parking or price discounts for carpools and/or short-term parkers, and disincentives,
prohibitions and price supplements for those contributing more to congestion.
Parking Pricing: This means that motorists pay directly for using parking facilities. Time variable parking pricing can
be used as a congestion reduction strategy.
Particulate Matter (PM): Solid matter of a small diameter that is carried into the atmosphere by industrial processes,
and by transportation activities. In high concentrations, the particles cause respiratory difficulty.
Passenger: A person who rides a transportation vehicle, excluding the driver.
Passenger Boarding: The total number of all passengers carried by the system during the reporting period.
Passenger Miles/ kilometres: The sum of the distance ridden by each passenger.
Peak Hour or Peak Period: The period in the morning or evening in which the largest volume of travel is experienced.
Travel peaks are typically the result of trips to and from work. In the present study, for analysis of travel demand
variations, the day has been divided into four periods, morning peak period: 6:00 to 11:00 hrs, off-peak period: 11:00 to
17:00 hrs, evening peak period: 17:00 to 23:00 hrs and night period: 23:00 to 6:00 hrs.
Pedestrian: Walker and pedestrian are interchangeable terms; however, pedestrian carries the unfortunate additional
meaning of unimaginative and commonplace. Pedestrian seems to be the word of choice in connection with mass
transit and legal usage.
Pelican Crossing: A pedestrian crossing incorporating traffic lights operated by pedestrians. Lights (eventually)
change after pressing of button located by the crossing. Includes audible (or rotating tactile indicator) during green
man. Signals show flashing amber to road using vehicles after red - during this time pedestrians on crossing still have
priority but 'new' pedestrians should not cross the road. Peds see a flashing green man at this time.
Per Capita Trip Rate (PCTR): Ratio of number of trips per day to population of the study area is called PCTR and it is
used to represent the mobility levels in the study area.
Person-Trip: A trip by an individual.
Person-km: An estimate of the aggregate distances travelled by all persons on a given trip based on the estimated
transportation-network-kilometres travelled on that trip.
PHPDT (Peak Hour Peak Direction Traffic): It is a unit for measuring the level of passenger loadings on transit lines.
Planning: A predetermined course of action. Planning is defined as the process by which a common vision or goal is
set forth, with consideration given to a range of social, economic and environmental factors. Within the planning

10

GLOSSARY

TRANSFORM
process, a set of long-range objectives and an identification of reasonably available fiscal resources are also outlined
for at least a 20-year period. The plan specifies projects and activities to be carried out in the planning period, but not
at the level of detail found in the Transportation Improvement Program (TIP).
Policy: Specific statement of guiding actions that expresses the general direction that the Metropolitan Council intends
to follow in order to meet its goals.
Population Projections: Estimates of the future size and characteristics of a population, based on the pattern of past
trends and the predicted future pattern of births, deaths, migration and land availability.
Primary and Access Transportation Modes: From HIS and other surveys it is observed that several types of
transport modes are used for trip making - like, using their own modes (car, two wheeler) or public transport modes
(train and bus) or IPT systems (Auto and Taxi) either directly or in combination. Table below presents various
combinations of modes recorded.
Primary and Access Mode
Primary mode
Rail
Rail
Rail
Rail
Rail
Rail
Bus
Bus
Bus
Car All the Way
Two Wheeler All the Way
Walk All the Way
IPT (Taxis, or Auto rickshaws) All the way

In combination with Access modes

NMT (Walk and/or Cycle)
IPT
Bus
IPT + Bus
Private vehicle (as driver)
Private vehicle (as passenger) drop off
NMT (Walk)
IPT
Private vehicle (as passenger) drop off
--

Since it is difficult model all these modal combinations, it is considered appropriate to group them into two major sets,
such as primary modes and access modes. By adopting logic given under, primary or access modes are being
defined for the mode split analysis.
(a) If train is chosen for any part of the single journey, the Train is treated as the PRIMARY mode of travel, and the
associated bus, IPT and own vehicle modes as Access modes;
If bus is chosen for any part of the journey (and train is not chosen) then Bus is treated as the PRIMARY modes,
and IPT and own vehicle modes as Access modes;
(c) If neither bus nor train are chosen for the journey and auto rickshaw / taxi is chosen then IPT is the PRIMARY
mode; and
(b)

(d)

If only own vehicle modes are used for the journey then Own vehicle is the Primary mode.

Public: Anyone who resides, has interest, or does business in a given area that may potentially be affected by
transportation decisions.
Public Involvement or Public Participation: This means actively engaging members of the public in the various
phases of planning, including the initial development of a plan, defining the issues, developing alternatives,
commenting on a proposed list of projects or reviewing a draft report.
Public-Private Partnership (PPP): Partnerships between the public sector and the private sector for the purposes of
designing, planning, financing, constructing and/or operating projects which would be regarded traditionally as falling
within the remit of the public sector.
Public Road: Any road or street under the jurisdiction of and maintained by a public authority and open to public
traffic.
Redevelopment: Process by which an existing building, structure, or developed area is adaptively reused,
rehabilitated, restored, renovated and/or expanded.
Region: A geographic entity that cuts across existing jurisdictional boundaries. In the present study, the region mean
Mumbai Metropolitan Region.

GLOSSARY

11

TRANSFORM
Regional Information System: A computer based Regional Information System to facilitate the effective sharing of
information and technology among governmental agencies within the region (in the present study Mumbai Metropolitan
Region).
Regionally Significant Project: A transportation project other than an exempt project, that is on a facility which
serves regional transportation needs. It would normally be included in the modelling of a metropolitan areas
transportation network, including, as a minimum, all principal arterial highways and all fixed guideway transit facilities
that offer a significant alternative to regional highway travel.
Ride Share: Any vehicle or arrangement in which two or more occupants share the use or cost of travelling between
fixed points on a regular basis, commonly a carpool or vanpool.
Ridership: The number of rides taken by people using a public transportation system in a given time period.
Right of Way (ROW): Right of Way refers to property owned by or acquired by public agencies solely required for
placing the roadway and supporting facilities.
Route: A specified path taken by a transit vehicle usually designated by a number or a name, along which passengers
are picked up or discharged.
Route Miles/kilometres: Total miles/kilometres over which public transportation vehicles travel while in revenue
service.
Running Time: The time assigned for the movement of a revenue vehicle over a route, usually done on a route
segment basis by various time of day.
Runway: Any prepared landing and takeoff surface of an airport.
Scenario Planning: Scenario Planning is an approach to developing a long range transportation plan by responding
to the question of what might happen in the future. Scenario planning seeks to enable the subject agency or institution
to adapt to potential future changes accordingly. A scenario consists of a combination of different assumptions about
driving factors, external to the transportation system, such as the workforce, shifts in land use patterns and economic
changes (for example, from manufacturing/agricultural to service/tourism/information).
Scheduling: The planning of vehicle arrivals and departures and the operators for these vehicles to meet consumer
demand along specified routes.
Screen Line: An imaginary line bisecting an area. Traffic counts are taken at regular intervals at all streets intersecting
the screen line. The line is associated, where possible, with physical barriers, such as rivers, or major highways with
limited crossings. Counts taken along the screen line determine the traffic moving between two areas. These counts
are intended to detect long-range changes in volume and direction of traffic due to significant changes in land use and
travel patterns.
Shoulder: The strip (can be paved as well as unpaved) at the edges of rural roads, used by pedestrians (where a
sidewalk is absent) and motorists (for pulling out of the traffic lane, usually temporarily)
Shuttle: A public transit service that connects major trip destinations and origins on a fixed- or route-deviation basis.
Shuttles can provide feeder service to main transit routes, or operate in a point-to-point or circular fashion.
Sidewalk: An improved facility intended to provide for pedestrian movement; usually, but not always, located in the
public right-of-way adjacent to a roadway.
Special Economic Zones (SEZs): A Special Economic Zone is a geographical region that has economic laws that are
more liberal than a country's typical economic laws. The category 'SEZ' covers a broad range of more specific zone
types, including Free Trade Zones (FTZ), Export Processing Zones (EPZ), Free Zones (FZ), Industrial Estates (IE),
Free Ports, Urban Enterprise Zones and others. Usually the goal of a structure is to increase foreign investment. One
of the earliest and the most famous Special Economic Zones were found by the government of the Peoples Republic
of China under Deng Xiaoping in the early 1980s. The most successful Special Economic Zone in China, Shenzhen,
has developed from a small village into a city with a population over 10 million within 20 years. Following the Chinese
examples, Special Economic Zones have been established in several countries, including Brazil, India, Iran, Jordan,
Khazakhstan, Pakistan, Philippines, Poland, Russia, etc.
Special Purpose Vehicle (SPV): The name SPV is given to an entity which is formed for a single, well-defined and
narrow purpose. An SPV can be formed for any lawful purpose. An SPV is, primarily, a business association of

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persons or entities eligible to participate in the association. SPVs are mostly formed to raise funds from the market.
Technically, an SPV is a company. It has to follow the rules of formation of a company laid down in the Companies
Act. Like a company, the SPV is an artificial person. It has all the attributes of a legal person. It is independent of
members subscribing to the shares of the SPV. The SPV has an existence of its own in the eyes of law. It can sue and
be sued in its name. The SPV has to adhere to all the regulations laid down in the Companies Act. Members of an
SPV are mostly the companies and individuals sponsoring the entity. An SPV can also be a partnership firm. This,
however, is unusual.
Speed Bump/Hump: Raised ridge/bump in roadway to reduce vehicular speed. The bump is shorter and more abrupt,
used in parking lots; The hump is longer and more gradual, used in streets.
Sprawl: The commercial and residential development of land away from urban communities into areas that have lower
or no population that results in the increased need for infrastructure.
Staging: A plan that documents the planned timing of development and growth in an area so that the development
and growth are coordinated with needed public infrastructure in accordance with the adopted policies and plans.
Stakeholders: Individuals and organizations involved in or affected by the transportation planning process. Include
federal/state/local officials, transit operators, freight companies, shippers, and the general public.
Stationary Source: One of the source categories of the emissions that combines in the atmosphere to form ozone.
Also called point sources, these are the industrial smokestacks or other relatively large mixed sources of emissions.
Strategic Planning: A style of planning that assesses opportunities/strengths and constraints/weaknesses and
identifies options for capitalizing on the opportunities and overcoming or minimizing the constraints.
Street Furniture: Seating, lights, planters, bins, barriers, etc.
Suburb: A district within the metropolitan area which lies within commuting distance of the centre, and which can have
a distinct social and urban identity.
Sub Region: Sub-region is part of the region with distinct characteristics with respect to landuse, socio-economic
characteristics, travel characteristics, etc. In the present study, the study area i.e. MMR has been divided into 6 subregions
viz. 1.
Greater Mumbai,
2.Thane, 3. Navi Mumbai
including CIDCO
area, 4.
Kalyan/Bhiwandi/Dombivali/Ulhasnagar, 5. Vasai-Virar/Mira-Bhayandar and 6. Pen/Alibag/Khopoli/Karjat and the rest
of MMR. MMR has been divided into these six sub-regions for development of travel demand models.
Sustainable Development: Defined as a human activity that meets the needs of the present without compromising
the ability of future generations to meet their needs.
System: Individual facilities, services, forms of transportation (modes) and connectors combined into a single,
integrated transportation network.
System Plans: Long-range comprehensive policy plans for the regional systems: transportation, airports, wastewater
services, and parks and open space.
Tolls: Fee collected for the use of a road.
Toll Road: Also known as a toll way, a toll road is open to all vehicles and the toll is determined by the number of
axles on the vehicle.
Traffic Analysis Zone: A subdivision of the metropolitan area used for transportation modelling. The characteristics of
the traffic analysis zone are used to estimate the number of trips that start and end in the zone, for a base year, and for
specific forecast years. In the present study, MMR is divided into 1030 traffic analysis zones.
Traffic Calming: A range of measures that reduce the impact of vehicular traffic on residents, pedestrians and cyclists
- most commonly on residential streets, but also now on commercial streets and requested by residents in country
villages.
Traffic Desegregation: Process of mixing modes in same space.
Traffic Segregation: Allocation of separate space to different modes.
Transfer: To change from one transit vehicle to another.
GLOSSARY

13

TRANSFORM
Transferable Development Rights: Transfer of Development Rights (TDR) means making available certain amount
of additional built up area in lieu of the area relinquished or surrendered by the owner of the land, so that he can use
extra built up area either himself or transfer it to another in need of the extra built up area for an agreed sum of money.
The process of land acquisition in urban areas for public purpose especially for road widening, parks and play grounds,
schools etc., is complicated, costly and time consuming. In order to minimize the time needed and to enable a process,
TDR could be advantageously put into practice to acquire land for reservation purposes mentioned above.
Transfer Passenger: A passenger who transfers to a line after paying a fare on another line.
Transit: Generally refers to passenger service provided to the general public along established routes with fixed or
variable schedules at published fares.
Transit Bus: A transit bus seats from about 19 to 53 passengers and has both a body and a chassis which are
designed specifically for transit use.
Transit Center: A fixed location where passengers transfer from one route to another
Transit Corridor: A broad geographic band that follows a general route alignment such as a roadway of rail right-ofway and includes a service area within that band that would be accessible to the transit system.
Transit Dependent: Persons who must rely on public transit services for most of their transportation. Typically refers
to individuals without access to a personal vehicle, or a person with mobility limitations requiring mobility assistance.
Transit Dependent by Choice: A transit user who has the means and the ability to use an automobile, but decides to
depend upon public transportation.
Transit Facility: The property, structures and other improvements used to provide mass transportation for passengers
including park and ride stations, transfer stations, and parking lots.
Transit Priority: A means by which transit vehicles are given an advantage over other traffic, e.g., pre-emption of
traffic signals or transit priority lanes.
Transit Route: An existing or planned route for public transit service in the plan of the relevant transit service provider.
Transit Stations: Stops along rail lines and busways.
Transit Trip: Person trip as a passenger of a transit vehicle.
Transportation: The moving of people and goods from one place to another.
Transportation Analysis Zone (TAZ): Geographical zones identified throughout the study area based on land use
characteristics and natural physical features for use in the traffic model developed for this project. In the present study,
MMR is divided into 1030 traffic analysis zones.
Transportation Corridor: A defined area through which people move from one major center to another or from a
major centre to a dispersal area. A transportation corridor may contain several transit routes and highways.
Transportation Demand Management (TDM): Programs designed to maximize the people-moving capability of the
transportation system by increasing the number of persons in a vehicle, or by influencing the time of, or need to, travel.
Transportation Improvement Program (TIP): A staged, multi-year intermodal program of transportation projects in
the metropolitan planning area which is consistent with the metropolitan transportation plan.
Transportation Plan (Short term, Medium term and Long term): A plan identifies facilities that should function as
an integrated metropolitan transportation system. It gives emphasis to those facilities that serve important national and
regional transportation functions, and includes a financial plan that demonstrates how the plan can be implemented. In
the present study, transportation plans have been prepared for the horizon year 2016, 2021 and 2031 which are called
as short-term, medium term and long term respectively.
Transportation System Management (TSM): That element of the planning process, which proposes lower cost steps
toward the improvement of a transportation system. This includes for example, traffic management, the use of bus
priority or reserved lanes, and parking strategies. It includes actions to reduce vehicle use, facilitate traffic flow and
improve internal transit management.

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GLOSSARY

TRANSFORM
Travel Demand Forecasting: Predicting the impacts that various policies and programs will have on travel demand in
the area.
Travel Speed: The speed at which a vehicle travels between two points including all intersection delays.
Travel Time: Customarily calculated as the time it takes to travel from door-to-door. In transportation planning,
particularly in forecasting the demand for transit service, measures of travel time include time spent accessing, waiting,
and transferring between vehicles, as well as that time spent on board. On network links, refers to the time required
for vehicles to travel the link.
Trip: A one-direction movement from an origin to a destination.
Trip End: The origin or destination of a trip.
Trip Generation: The determination of the number of trips that have their origin or destination in a specified location or
area is called trip generation. The trip generation model is the first of the four models of the four step travel demand
modelling process. The purpose of trip generation analysis is to develop equations that allow the trip ends of a
particular trip type generated by a traffic analysis zone to be estimated from knowledge of the land use properties of
those zones.
Trip Distribution: The purpose of trip distribution analysis is to develop a procedure that synthesises the trip
interactions among the traffic analysis zones. They provide travel demand in the form origin destination matrices.
Gravity models are the most common form of trip distribution models currently in use. They are based on the
assumption that the trip interchange between zones is directly proportional to the relative attractiveness of each zone,
while inversely proportional to some function of the spatial separation between the zones.
Trip Purpose: The reason for a trip, such as work, shopping, education, recreation, etc. In the present study, six trip
purposes have been considered viz., Home Based Work Office, Home Based Work Industry, Home Based Work
Other Trip, Home Based Education, Home Based Other and Non Home Based Trips
Twenty-foot Equivalent Unit: A measure used in intermodal transport. There are five common standard lengths, 20-ft
(6.1 m), 40-ft (12.2 m), 45-ft (13.7 m), 48-ft (14.6 m), and 53-ft (16.2 m). United States domestic standard containers
are generally 48 ft (15 m) and 53-ft (rail and truck). Container capacity is often expressed in twenty-foot equivalent
units (TEU, or sometimes teu). An equivalent unit is a measure of containerized cargo capacity equal to one standard
20 ft (length) 8 ft (width) container. As this is an approximate measure, the height of the box is not considered, for
instance the 9 ft 6 in (2.9 m) High cube and the 4-ft 3-in (1.3 m) half height 20 ft (6.1 m) containers are also called one
TEU. Similarly, the 45-ft (13.7 m) containers are also commonly designated as two TEU, although they are 45 and not
40 feet (12 m) long. Two TEU are equivalent to one forty-foot equivalent unit (FEU).
Uncontrolled Crossing: Place for people or vehicles to cross, not controlled by traffic light signals.
Urbanisable Zone - 1 (U - 1): U-1 zone covers areas where more intensive urban development and economic activity
is expected in future. The lands in U-1 Zone may be developed for residential, commercial, industrial, warehousing or
other urban uses. Such development shall be in conformity with the detailed land use provisions of the Development
Plan, Planning Proposals, Town Planning Schemes, Layout proposed as a part of the final Regional Plan 1973 for
area of Wangani and Neral and the related Development Control Regulations as may be enforced by the concerned
planning authorities for their respective areas. The development of lands in U-1 zone for which no Development Plan
Planning Proposal, Town Planning Scheme or Development Control Regulations exists, shall be regulated in
accordance with the provisions of Regulation 15.5 stated hereinafter until Development Plan or separate Development
Control Regulations are enforced for the area
Urbanisable Zone - 2 (U - 2): U-2 zone has areas which have potential for urbanization. It includes lands within 1 km
on either side of important roads and within 1.5 km radius from railway stations.
User Cost: Total cost of a trip to a user for a particular mode of transportation. Includes out-of-pocket costs such as
transit fares, gas, oil, insurance, tolls, and parking for vehicle plus a valuation of implicit cost, such as waiting and
travel times.
Value of Time: Time cost of vehicle occupants or commodities.
Vehicle Availability: The number of passenger vehicles available to a household for routine daily travel.
Vehicle Hours: One vehicle (or in the case of a train, the entire train) in operation for one hour. For example, 10
vehicles operating for 10 hours each, equals 100 vehicle hours.
GLOSSARY

15

TRANSFORM
Vehicle Kilometres (VKM): A standard area wide measure of travel activity. The most conventional VKM calculation
is to multiply average length of trip by the total number of trips, or to sum the traffic volumes on links multiplied by link
length.
Vehicle Occupancy: The number of people in a vehicle.
Vehicle Operating Costs (VOC): A measure that includes the direct vehicle operating cost (the resource cost of fuel
and additional running costs including tyre, oil, repair and maintenance as a factor of the cost of fuel).
Vehicle Trip: One-way journey made by an auto, truck or bus to convey people or goods.
Volume-to-Capacity Ratio (V/C): A measure of the performance or use of a specific element of the transportation
system, such as a road segment or an intersection. The capacity of the facility can be calculated using methods
described in the Highway Capacity Manual.
Walk With Traffic: Arrangement at traffic signal-controlled junctions where, by use of refuges and split vehicular
movements, pedestrians are able to cross some roads (or parts of roads) whilst motorised traffic is carrying out nonconflicting manoeuvres.
Walkability / Walkable:
route/city/neighbourhood is.

Measure of how practical, attractive, pleasant

and safe for

pedestrians a

Walkway: Pedestrian facility, whether in the public right-of-way or on private property, which is provided for the benefit
and use of the public.
Work Force Participation Rate: The ratio of the labour force to the civilian population aged 15 years or more.
Zone: The smallest geographic area for analysis of transportation activity. Average zone size depends on total size of
study area. In the present study, MMR is divided into 1030 traffic analysis zones.
Zebra crossing: A black-and-white striped crossing marked with belisha beacons at which traffic must stop for
pedestrians to cross.

16

GLOSSARY