Mumbai’s central railway corridor faces an escalating challenge of peak-hour overcrowding, prompting seasoned commuters and transport observers to caution against a proposed new local train service from Diva to Chhatrapati Shivaji Maharaj Terminus (CSMT). They argue that such an addition might exacerbate existing congestion, with trains potentially reaching full capacity even before reaching Diva. Instead, a more strategic approach focusing on better management of current infrastructure, rather than introducing new lines that could deepen the existing crisis, is being advocated to ensure equitable and sustainable urban mobility for all.
The core of the issue lies in the overwhelming demand from extended suburbs. Daily commuters from regions beyond Kalyan and Dombivli – including Khopoli, Karjat, Badlapur, Ambernath, Titwala, Asangaon, and Kasara – consistently face already packed local trains by the time they reach Kalyan and Dombivli. This leaves minimal or no boarding opportunities for passengers from these crucial hubs, leading to perilous journeys, missed work hours, and increased safety risks. The proposed Diva-CSMT service, critics suggest, would likely replicate this scenario, merely shifting the epicentre of overcrowding to Kalwa and Mumbra.
Commuters have put forward a compelling solution: the introduction of additional fast locals originating from Dombivli and Kalyan during the critical morning peak hours (7:30 AM to 9:30 AM). Crucially, this proposal asserts that no additional train rakes or substantial new funding would be required, rather, it hinges on optimising existing infrastructure. The suggested “double-fast” local model involves trains utilising the slow track up to Kopar, then seamlessly switching to the fast corridor. These services would make limited stops at Diva, Mumbra, and Kalva before heading directly to CSMT, leveraging an existing track-change facility before Diva.
Historical precedents bolster this argument. During the severe Mumbai-Thane floods of 2005, Central Railway successfully demonstrated its capacity to manage high-volume suburban and emergency express services by strategically using Platform 4 at Dombivli and select platforms at Kalyan. This crisis management showcased the latent potential within the existing infrastructure to handle originating fast suburban trains, with Kalyan specifically possessing comprehensive infrastructure on Platforms 4, 5, and 6 for such operations.
Beyond the general overcrowding, a specific mismatch in air-conditioned (AC) local services during morning peak hours has also been highlighted. While three AC locals depart Kalyan between 6:32 AM and 7:34 AM, a noticeable gap exists until the next services at 8:51 AM (from Titwala) and 8:54 AM (from Kalyan). This forces AC pass-holders into prolonged waits or onto already congested non-AC trains, undermining the premium service. There is a strong demand for additional AC locals at 8:00 AM, 8:30 AM, and 9:30 AM to address this critical void and ensure equitable access to comfortable transit options.
Furthermore, the long-delayed Kalva–Airoli elevated corridor, a project designed to significantly decongest the Trans-Harbour line and ease pressure on Mumbra and Kalva, continues to face hurdles. Attributing delays to local political complexities and conflicting interests, sources indicate that its implementation is crucial for a sustainable mobility blueprint, providing crucial relief to Navi Mumbai-bound commuters. Addressing these infrastructure and operational gaps through strategic management rather than merely adding new services is paramount for Mumbai’s journey towards truly zero-net carbon, gender-neutral, and equitable urban centres.
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