22 October,2024 01:17 PM IST | Mumbai | Sanjana Deshpande
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India's financial capital, one of the most densely populated cities, is finally getting the Mumbai Metro Line 3 decades after it was first proposed. The construction for this route, which is also known as Aqua Line or SEEPZ-Bandra-Colaba line, began in 2017 and is finally nearing completion with one phase open for the public.
Phase 1 of Mumbai Metro Line 3-the 12.44-kilometre section between Aarey and Bandra Kurla Complex (BKC)-formally opened to the public on October 6, 2024. Prime Minister Narendra Modi inaugurated this phase on October 5, connecting significant regions such as Aarey, Marol Naka, CSMIA T1 and T2, MIDC, SEEPZ, Sahar Road, Vidyanagari, Dharavi, and BKC.
Nine of the stations are subterranean, with only Aarey above ground. The metro is open from 6:30 AM to 10:30 PM on weekdays and 8:30 AM to 10:30 PM on weekends. Fares range from Rs 10 to Rs 50. Each train has a capacity of more than 2,000 passengers, aiming to provide significant respite to commuters in these congested areas.
Once complete, the underground metro line, stretching 33.5 km, is poised to significantly alter the dynamics of the city's transport system by easing congestion, reducing travel time, and providing seamless connectivity across the city. But how will this development reshape the city's urban landscape, economy, and everyday life?
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Urban planners, transport experts, and economists weigh in on the potential impact of Metro Line 3, considering both the immediate benefits and the long-term implications for Mumbai's growth.
When asked about how the Mumbai Metro Line 3 will impact the city's urban development plans and its land use, Pankaj Joshi, Principal Director at Urban Centre, said that the metro route runs along an established north-south corridor of suburban rail and commuters will not opt for metro unless it is cost-effective.
"Metro Line 3's commissioning could serve as an impetus for revitalisation in its communities, particularly by increasing density as infrastructure develops. Its overall influence on the city, however, may be limited because it runs along the already established north-south suburban rail network. The fare structure will significantly impact whether commuters switch from suburban trains to metro. Currently, many suburban rail users may be unable to afford metro fares. Even if tickets are set between Rs 40 and Rs 60, lower-middle-class commuters are unlikely to make the switch, given the packed conditions during peak hours. The projected transformation will only occur if the price becomes more affordable," said Joshi.
Joshi further pointed out that in terms of connectivity, the city's centre of activity has moved northwards over the years. He says South Mumbai is not seeing much densification as the suburbs that stretch from Bandra to Dahisar and Sion to Mulund.
"This shift indicates that while the Metro might aid in improving connectivity, it won't drastically alter the current transit patterns. The line doesn't provide seamless connections across the entire metro network yet, meaning that commuters will often have to transfer between different lines to reach key destinations, which could limit its effectiveness until more lines are completed," he said.
"One of the most significant impacts of Metro Line 3 will likely be its future role in airport connectivity, especially with the planned connection to the Navi Mumbai airport. Once fully integrated with other lines and the airport express, the metro could facilitate smoother travel between South Mumbai, the international airport, and the upcoming Navi Mumbai airport. The line's potential for real estate development, particularly redevelopment along its route, will grow as the metro network expands further," he told mid-day.
Meanwhile, Anuradha Parmar, Executive Director of Urban Design Research Institute, told mid-day that the Mumbai Metro Line 3 has the potential to streamline transit but that it is not a standalone solution.
In response to a question, about its impact, she said, "Mumbai Metro Line 3 is set to enter the southernmost tip of Mumbai, an area known as Ward A, which is one of the most significant tourist districts in the country. This part of the city hosts a mix of commuter patterns, including business districts, residential zones, and a high influx of tourists. The introduction of the metro will inevitably affect these diverse movement patterns. For it to be truly effective, it needs to be integrated with other modes of transportation, especially considering the unique demands of this area."
Anuradha added that the Metro Line 3, in particular, has the potential to increase pedestrian activity in this historic and tourist-heavy area. She said that with five additional stations opening in the area (south Mumbai), the estimated number of persons accessing the metro would be anywhere between 130 to 275 per minute and the number will only increase by 25 per cent in the next five years.
"The enormous amount of commuters, residents, and tourists necessitates a comprehensive mobility strategy that takes into account the many modes of transportation and how to manage them. However, neither the government nor urban planners are currently taking a holistic approach to this integration. Transportation planners, data analysts, urban designers, and planners must work together to map out these trends and develop a plan that combines the metro with the other transport modes in the area," Anuradha said.
Joshi too echoed similar sentiments while speaking about the last mile connectivity. He said, "One of the primary concerns with Mumbai's new metro lines is a lack of proper last-mile connectivity, which leaves passengers unsure about the availability of buses or other modes of transportation to reach their final destinations. This disparity compels many people to rely on expensive alternatives like as auto-rickshaws or taxis, which raises their travel expenses. The issue affects several metro lines, including the Ghatkopar-Versova, Yellow, and Red lines, and has contributed to lower-than-expected patronage, especially on the Red Line. High metro fares, when compared to more economical suburban train and bus choices, discourage cost-conscious travellers from making the transfer."
He added, "Mumbai's status as India's financial capital is largely attributed to its robust public transport system, which has supported the city's economy for over a hundred years. Trains and buses have been cross-subsidising the cost of living for millions, making the city accessible to all. However, in recent years, this crucial understanding of affordable, well-connected public transport has been lost. Without addressing issues like last-mile connectivity and fare pricing, the metro system cannot fulfill its potential to ease Mumbai's traffic woes or support its commuters effectively."
Meanwhile, responding to a query on what further challenges it poses, she said, "This region, being historically significant, presents additional challenges. The juxtaposition of modern metro infrastructure with historic precincts needs careful consideration, yet no substantial studies or assessments are being undertaken. Initiatives like the Kala Ghoda Pedestrianisation Project and other pavement improvement schemes fail to account for the impact of the new metro stations. To address these challenges and âensure last-mile connectivity is seamless, a comprehensive approach is needed - one that maps data integrates transport options, and respects the area's heritage."
Responding to a query, Transport consultant Vivek Pai said that the Mumbai Metro Line 3 is poised to be a "premium alternative" to the local train network, particularly "for commuters who value convenience and speed".
"Since the line connects Andheri and Colaba to both domestic and international airports, it is expected to be a popular choice for air travellers, especially those running late or seeking a hassle-free journey. While the metro line has been well-conceptualised and doesn't face significant operational challenges, its long-term success hinges on occupancy rates. First-mile, last-mile connectivity, and multimodal integration remain critical issues that need addressing to ensure the metro can serve a wide range of commuters effectively," said Pai.
Pai noted that only around 10-15 per cent of commuters-who travel on local trains-are expected to shift to the metro. However, he said, that the metro could attract a larger portion of passengers who currently use cab aggregator services or drive their cars.
"To complement the metro's services, buses will need to reinvent their role, acting more as feeder services than traditional trunk lines, ensuring that commuters can easily transition between different modes of transport," Pai said.
In this new scenario, integrated public transport (IPT) services and feeder networks will be essential. Feeder services such as shared autos, shared taxis, and bus networks must be strategically planned based on load and peak travel analyses to meet passenger demand efficiently. These services will play a crucial role in making Metro Line 3 a viable option for commuters, improving accessibility and ensuring smooth, seamless travel across the city, he added.
Mumbai Metro Line 3 is also being seen as a potential catalyst for economic growth in the city. According to economist Vivek Sarin, infrastructure projects like this one have a multiplier effect on local economies.
"Earlier, travel from Point A to Point B would take at least two hours, which with the metro, has reduced significantly. Improved transport infrastructure boosts productivity by cutting down travel times," said Sarin, a professor at Lovely Professional University.
He also noted that the commissioning of the entire nearly 33 km of the Metro Line 3 will give way for business to grow. Commercial hubs will mushroom along the metro route, he said.
When asked about what he thinks is one of the challenges of operation and maintenance of Metro Line 3, Sarin responded by saying that the underground nature of the route and its proximity to the coastal areas makes it more susceptible to damage.
However, he points out that the important question to be raised is, "Why did Mumbai get its Metro later?"
"Kolkata got its metro in the 1980s, followed by Delhi in the 2000s; however it is only now that we have a metro. Commissioning of metro in Mumbai was delayed," Sarin said.
Anuradha, while speaking about challenges in realising Metro Line 3, said that the administration has adopted a band-aid approach.
"The biggest challenge facing Mumbai Metro Line 3 is the lack of comprehensive planning and integration between different parts of the city's transport network. Current studies are conducted in a piecemeal manner, with no coordination between what is planned in one area, like Kurla, and what happens at the other end of the line. Without a seamless, fully integrated system that connects all origin and destination points - ensuring passengers don't end up stranded looking for transport - the metro will struggle to achieve its full potential. A holistic, top-to-bottom study linking all proposed projects is essential to avoid missed opportunities and address these challenges effectively," Anuradha said.
Meanwhile, Pali said, "The primary risk for Mumbai Metro Line 3 is financial, as the government must implement policies to reduce dependence on private vehicles in areas influenced by the metro. Ensuring seamless transport and demand-based pricing will help maintain steady ridership at near-full capacity. Passenger safety, especially for pedestrians, requires junction improvements and traffic calming measures. Additionally, flood-proofing and addressing leakages are critical to prevent disruptions to metro operations."
