Its journey has been far from the successful transit solution it was envisioned to be. Launched in 2014 with the goal of connecting Chembur to Wadala and eventually to Jacob Circle, the monorail was intended to alleviate the chronic congestion that plagues Mumbai’s transport network. However, the reality has been an underwhelming performance marked by delays, technical issues, and underutilisation, reducing it to a mere “joyride” rather than a viable means of transportation.
At Chembur station, where ticket sales have dwindled, passengers express their frustrations. Chartered accountant, who is familiar with the woes of the service, notes, “The frequency is poor, and the indicators often don’t work.” With trains arriving every 15 to 20 minutes, many commuters have resorted to more reliable alternatives such as buses. A study from the Mumbai Metropolitan Region Development Authority (MMRDA) indicates that the projected ridership of 1 lakh passengers per day has failed to materialise, with current daily figures hovering around just 18,000. The monorail’s troubled history includes a fire incident in November 2019, which raised serious concerns regarding safety measures. Residents like Sushma Bajpai lament the monorail’s limited reach, which leaves them scrambling for additional transport options. Railway activist A.V. Shenoy critiques the poorly planned route, noting it terminates far from key hubs, thereby hampering its potential to attract a steady stream of riders.
Despite attempts to improve the service, operational issues persist. The fleet, which is supposed to consist of six to seven trains, has often been reduced to just two in recent weeks, resulting in service intervals as long as an hour. This lack of reliability not only undermines the project’s credibility but also reflects poorly on the urban transport strategy of Mumbai. The financial implications are significant; the project’s cumulative deficit is projected to reach ₹520 crore by the end of 2023-24. The MMRDA has struggled to maintain operations after taking over from the L&T-Scomi consortium in 2018. Plans for ten new rakes are underway, but scepticism remains regarding their potential to reverse the monorail’s fortunes. Shenoy suggests that without a clear ownership structure or effective management, the monorail risks becoming a neglected asset, akin to an “orphan” service.
As the monorail stands at a crossroads, the question remains: should efforts be made to salvage this beleaguered project, or is it time to consider its closure? The sentiments of daily commuters like Subramaniam echo a growing consensus that without a comprehensive overhaul of operations and strategy, the Mumbai Monorail may continue to be a joyride that never truly takes off.
