22 October,2024 03:59 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 an affordable, appropriate and sustainable transport network is key for enhancing the quality of life in Mumbai. He said, "Metro Line 3's commissioning could well serve as an impetus for revitalisation of benefits adjacent communities, particularly by allowing increased redevelopment and rejuvenation as infrastructure develops."
"Its overall influence on the Mumbai city area, however, may be limited because it runs along the already established north-south road and suburban rail network. The fare structure will significantly decide 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 20 and Rs 40, lower-middle-class commuters are unlikely to make the switch, even after given the current packed conditions of suburban rail during peak hours. The projected transformation will only occur if the price becomes more affordable to all " said Joshi.
Joshi further pointed out that in terms of connectivity, the functional centroid on Greater Mumbais activity has moved substantially northwards over the years. The Census of 2001 and 2011 have highlighted stagnation and decline in South Mumbai wards as compared to the major densification in Mumbai Suburbs wards 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.
"This shift indicates that while the Metro might aid in improving connectivity, it won't drastically alter the current mobility patterns. Moreover, Mumbai Metro Line 3 currently doesn't provide seamless connections across the entire metro network yet, meaning that commuters will often have to transfer between different modes to reach key destinations, which could limit its effectiveness until more lines and connections 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 and North Mumbai, the international airport, and the upcoming Navi Mumbai airport."
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, into Ward A, which is one of the most significant tourist and historic districts in the city. This part of the city hosts a mix of mobility patterns, including commuters for everyday work in the business districts, the movement of residents in housing zones, and a high influx of tourists. The introduction of the metro will inevitably affect all 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 during peak hours and the number will only increase by 25 per cent in the next five years.
Joshi too echoed similar sentiments; he said, "One of the primary concerns with Mumbai's new metro lines is a fundamental lack of proper last-mile connectivity, which leaves passengers unsure about the availability of, declining BEST bus network or other modes of transportation to reach their final destinations. This disparity compels many people to rely on expensive alternatives like auto-rickshaws or taxis, which raises their daily travel expenses. This issue is affecting the functional metro lines, including the Ghatkopar-Versova, Yellow, and Red lines, and has contributed to surprisingly lower-than-expected patronage, especially on the Red Line. High metro fares, when compared to more economical suburban train and BEST bus choices, discourage bulk of 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 and fifty 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 bus and pedestrian connectivity as well as fare pricing, the metro system cannot fulfil its potential to ease Mumbai's traffic woes or support its commuters effectively."
Responding to a query on what further challenges it poses, Anuradha said, "This region, being historically significant, presents additional challenges. The juxtaposition of modern metro infrastructure within historic precincts needs careful consideration, yet no comprehensive 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 mobility plan 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 Vishal 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 make it more susceptible to damage. Sarin said that since the metro is closer to the coastal area, the possibility of corrosion increases and it could escalate the cost of maintenance.
However, he points out that the important question to be raised is, "Why did Mumbai, which is a commercial hub, get its Metro late?"
"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 the challenges of realising Metro Line 3, said that the multiple parties are stakeholders.
"The biggest challenge facing Mumbai Metro Line 3 is coordinating effectively among various stakeholders to develop a comprehensive plan that integrates the city's entire transport network. Achieving a seamless, fully integrated system - where all origin and destination points are connected, and passengers aren't left stranded - requires aligning other modes of transport for reliable last-mile connectivity. A holistic study linking all proposed projects is essential to ensure a seamless transition and manage effective phased implementation.," Anuradha said.
Meanwhile, Pai 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 requires junction improvements and traffic calming measures, especially for pedestrians. Additionally, flood-proofing and addressing leakages are critical to prevent disruptions to metro operations."
Joshi observed that the last mile connectivity issues can be resolved largely if pedestrian mobility is made easier than it presently is. He points out that in cities like New York and London, which have the oldest metro systems, people of all economic backgrounds walk significant distances.
"Additionally, Mumbai's fragmented ticketing system across various modes of transport exacerbates the problem," he said and cited that cities like Hong Kong offer seamless travel with a single pass covering multiple transport modes.
"Mumbai lacks such integration. Establishing a comprehensive transport authority to unify ticketing systems and ensure coordination across buses, metro, suburban rail, and other transport services is essential, especially as more metro lines become operational. Without this integration, the city's potential to optimise its growing metro network will be lost, undermining the efficiency of Mumbai's public transport system," he remarked.
