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HomeInfrastructureMumbai Metro Line 3 Faces Connectivity, Pricing Issues Amid Low Ridership

Mumbai Metro Line 3 Faces Connectivity, Pricing Issues Amid Low Ridership

Mumbai Metro Line 3 Faces Connectivity, Pricing Issues Amid Low Ridership

Mumbai’s Metro Line 3, launched on 7th October 2024, with much fanfare, was expected to revolutionise the city’s transport network. However, three months into operations, the line between Aarey Colony and Bandra Kurla Complex (BKC) is grappling with underwhelming ridership, raising concerns about its long-term viability. Initial data indicates a daily average of around 20,000 passengers, a stark contrast to the 1.3 million riders projected once the entire 33.5-km corridor becomes operational. Most current users are joyriders rather than daily commuters, reflecting gaps in the metro’s accessibility and affordability.

Connectivity Issues Deter Commuters
Phase 1 of Metro Line 3, comprising 10 stations from Aarey JVLR to BKC, serves key locations like SEEPZ, Marol Naka, and both terminals of Chhatrapati Shivaji Maharaj International Airport (CSMIA). Yet, many stations are inconveniently located. “Stations often require commuters to walk over 500 metres across busy, congested roads,” noted a senior transport analyst. This lack of integration with existing road and rail networks has made the metro unattractive for daily commuters. Even at BKC, a major financial hub, the station is a 20-minute walk from most offices. Affordable and frequent alternatives, such as buses with fares as low as ₹5, further discourage metro usage.

Affordability and Last-Mile Connectivity Challenges
Experts point out that Metro Line 3 fails to address Mumbai’s home-to-work commute needs. “Most stations, barring Marol Naka, are far from residential areas. This limits the line’s ability to attract regular office-goers,” said AV Shenoy, a transport expert. High fares compared to Mumbai’s cost-effective buses and suburban trains make the metro less appealing to lower-income groups. For higher-income commuters, accustomed to door-to-door convenience, the metro doesn’t offer a compelling incentive to switch from private vehicles. A lack of last-mile connectivity exacerbates the problem. Many stations lack adequate BEST bus services and auto-rickshaw options, forcing passengers to spend extra time and money to reach their destinations.

Limited Integration and High Costs
Another significant drawback is the lack of integration with other transit systems. “Aside from Metro Line 1, there are no direct links to other metro lines or suburban railways,” Shenoy added. Meanwhile, Metro Line 3 is facing financial pressures. High operating costs, particularly for electricity, currently exceed revenue generated by ticket sales, raising concerns about the project’s financial sustainability.

Proposed Solutions
Transport experts emphasise the need for urgent action to make Metro Line 3 a viable transit option:

Improved Integration: Seamlessly connect the metro with suburban trains, BEST buses, and other metro lines.
Affordable Pricing: Revisit fare structures to cater to all economic segments, particularly the lower-income population.
Last-Mile Connectivity: Expand feeder services like buses and autos near stations to improve accessibility.
Strategic Extensions: Fast-track the extension to Cuffe Parade and develop connections to high-demand areas.
Without these interventions, Metro Line 3 risks becoming an underutilised asset instead of the game-changing transit solution Mumbai desperately needs.

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