1. Note on
Traffic & Transportation Issues in Greater Mumbai and MCGM’s
Initiatives and Policies
1. Background
The Mumbai Metropolitan Region (MMR) is one of the fastest growing metropolises in India. With a
population of 24.4 million (Census, 2011), it is ranked as the sixth largest metropolitan region in the
world. Greater Mumbai is in effect the mother city and represents a significant engine of growth for the
whole region. Greater Mumbai with a population of 12.44 million (about 51% of the MMR’s
population) is India’s most populous city. Greater Mumbai is, however, severely constrained by its
geography and occupies a small land area of 428.28 sqkm (9.8% of MMR area of 4,355 sqkm). With a
limited supply of land it has one of the highest population densities amongst the large metropolises in
the world. Although, over time, other areas in MMR viz. Thane, Navi Mumbai and Mira Bhayander
have also experienced major economic growth. About 700,000 people enter Greater Mumbai from the
surrounding areas in the morning peak period for work and other purposes.
Traffic congestion, transportation issues in Greater Mumbai are very complex as the population and
employment densities are very high in many areas of Greater Mumbai, limited land for development and
providing adequate transport infrastructure, linear city and narrow street networks, informal hawking
activity near the suburban railway stations, etc. These issues are briefly presented as follows.
a) Changing Demographic, Socio economic characteristics: Immigration and mobility between
closely located municipal corporations and councils;
b) Pedestrian movement: inadequate facilities;
c) Growth in private vehicle ownership: traffic congestion and high travel times/ low travel speeds;
d) Parking problems: high private vehicle growth, inadequate on-street and off-street parking
facilities;
e) Encroachments: shops, informal hawking activity, etc.;
f) Intersections: high traffic and pedestrian traffic volumes, improper geometrics, uncontrolled, sub
optimal traffic signal design and coordination;
g) Road user behavior: private vehicle users, IPT drivers/ operators;
h) Road accident characteristics: casual approach of road users in observing driving rules, adhering
to safety precautions and regulations;
i) Slow pace of transport infrastructure implementation: Huge backlog of projects, cost and time
overruns, overcrowding in suburban and bus system, traffic congestion, etc.;
j) Intermodal Integration: Congested suburban station areas, intermodal integration facilities for
metro and monorail corridors;
k) Institutional arrangements and capacity building: Lack of coordination, lack of expertise,
procurement processes, etc.; and
l) Resource mobilisation: Inadequate funding.
MCGM has initiated number of traffic and transportation projects in Greater Mumbai and initiated
Comprehensive Mobility Plan (CMP) for Greater Mumbai to plan for traffic and transportation
infrastructure for the horizon period upto 2034. Details are presented in the following sections.

2. 2. MCGM’s Initiatives on Traffic & Transportation Infrastructure
 MCGM implemented Area Traffic Control System (ATCS) in two phases i.e. Phase I and Phase II
covering 53 and 200 signalised intersection respectively under Mumbai Urban Transport Project
(MUTP) out of 578 signalised intersections in Greater Mumbai;
 Mumbai Road Master Plan: The plan period for strengthening and widening of the existing roads in
Greater Mumbai is 2013-14, 2014-15 and 2015-16 and the roads covered are major roads (width
more than 30 feet) and minor roads (width less than 30 feet). As per the Master Plan, total length of
roads covered are 842 km for asphalt improvement and 398 km for CC road improvement at a cost
of Rs. 4,200 crores and Rs. 3,600 crores respectively. The works are under active progress;
 Project preparatory works are in progress on Coastal Road Project (Cuffe Parade to Marve-Length:
36 km and Approx. Cost: Rs. 10,000 crores) which would become a major alternative for North-
South direction;
 Project preparatory works are in progress on Goregaon-Mulund Link Road which provides major
East-West connectivity in suburbs of Greater Mumbai benefitting the Greater Mumbai, Thane, Navi
Mumbai, etc. (Length: 13.6 km and Apprx. Cost: Rs. 1,000 crores);
 Development of truck terminals and Inter City/State Bus Terminals at the existing Octroi Naka
locations;
 Development of D P Road–Parallel to SV Road and Link Road from Borivali to Kandivali;
 Station Area Traffic Improvement Scheme (SATIS) for Kurla suburban railway station area.
Approximate cost: Rs. 330 crores;
 MCGM submitted proposal to Bloomberg Philanthropies Foundation on Road Safety;
 MCGM constituted “Think Tank” to discuss and guide the administration regarding various issues
such as public communication, open space for pedestrian, traffic and transportation related issues,
etc.;
 Initiated Comprehensive Mobility Plan (CMP) for Greater Mumbai for assessment of traffic &
transportation infrastructure for Greater Mumbai for the horizon period upto 2034;
 Developed Footpath Guidelines in June, 2014 under “Pedestrian First” Policy; and
 New Parking Policy;
3. Comprehensive Mobility Plan for Greater Mumbai
Comprehensive Mobility Plan is initiated for preparation of traffic and transportation infrastructure plan
for Greater Mumbai area for the period 2014-2034 in line with National Urban Transport Policy, 2006
(NUTP), which focuses on the mobility of people and not vehicles. NUTP, 2006 censes, upon the need
of promoting safe pedestrian movement, bicycle movement and public transport, integration of land use
and transport planning. The study was initiated in March, 2014 and planned for completion by June,
2015.
The study objectives are as follows:
a) Study of existing and proposed landuse pattern and transport network pattern;
b) Identify travel pattern of residents of the local planning area of Municipal Corporation of Greater
Mumbai (MCGM);
c) Develop land use transport model to evolve a long-term strategy for urban structure and road

3. network pattern;
d) Select, develop and operationalise an Urban Transport Planning (UTP) model using state of the
art modelling techniques and software package, appropriate to the conditions and planning needs
of the study area;
e) Assess the relevance of the existing strategy, identify the consequences of pursuing alternative
transportation strategies and recommend/ update a short term, medium term and long term
comprehensive transportation strategy for the study area upto 2031 based on cost benefit analysis
of alternatives;
f) Strategies for transport policy and parking policy as an integrated part of urban planning;
g) Identify for all modes a phased program of appropriate and affordable investments and policy
proposals and also integration of various modes of mass transit as well as public transport with
Intermediate Public Transport (IPT);
h) Assess the existing infrastructure requirements and forecast short term and long term
requirements;
i) Recommend institutional mechanism for inter-agency co-ordination;
j) Help strengthen transport planning skills and transfer all data, planning model/ tools and
knowledge obtained through the study to agencies such as MCGM, MMRDA, BEST, Railway,
Metro, Monorail, Traffic Police, etc.; and
k) Operationalise LUP Model, Transport Model and Transport Circulation model as decision tools
for use by city planners, traffic police and public transport company.
The study outcome consists of the following:
a) Low cost traffic management measures: Intersection improvements, traffic signal installation,
ATCS Phase III, One‐way schemes, removal of encroachments on footpaths/ carriageways,
grade separation of intersections, RoBs/ RUBs, FoBs/ Subways, off‐street parking facilities,
Corridor Development/ Improvement Plans, etc.;
b) Improvements in traffic operating conditions: Strengthening/ Widening of existing roads,
development new East‐West links, new links, etc.;
c) Enhancing Transport Connectivity to Nariman Point, Lower Parel, BKC, etc. : Metro/ BRTS/
Road links
d) NMT improvements: “Pedestrian First Policy”: Footpath improvements, providing adequate
footpath facilities for existing roads and new proposed roads, Cycle tracks, etc. ;
e) Parking Standards and Parking Policy: Revision of existing parking standards and Parking
Policy with prime objective of deterrence measure for use of private vehicles;
f) Public Transport improvement proposals: Bus system improvements, BRTS corridors, Suburban
rail improvements, Station Area Traffic Improvement Schemes (SATIS), metro/ monorail
corridors, inter‐modal integration, etc.; and
g) Institutional Changes: Broad institutional changes for improving the coordination among the
departments, other organisations, capacity building, expertise, etc.
h) Resource Mobilisation: Alternative sources of funding for delivery of proposed transport
infrastructure.
4. Pedestrian First Policy, June 2014 – Footpath Guidelines by MCGM
As per the Home Interview Surveys carried out as part of Comprehensive Mobility Plan study, it is
observed that, about 55% walk and 34% either use train, bus or auto rickshaw. Around 11%, use private
mode of transport i.e. two wheeler, car, etc. If we consider only mechanised modes of travel, local trains
are most important mode of transportation with over 50% of people using it. Another 27% use bus as

4. their main mode of transportation. Appreciable journeys are also made by two wheelers and rickshaws.
The access/ egress mode of the suburban train and bus users is mostly by walk. These figures indicate
the dominance of walk in Greater Mumbai and warrant for good quality pedestrian facilities. In Greater
Mumbai pedestrians are more vulnerable user group facing the accidents.
Recognizing the importance of convenient, comfortable and safe movement of pedestrians in Greater
Mumbai, MCGM conceived “Pedestrian First Policy” and formulated footpath guidelines covering the
following:
A. Footpath surface
B. Footpath Width
C. External Utilities/ Obstructions
D. Encroachments
E. Continuity
F. Cross Falls/ Camber
G. Service Chamber Covers
H. Guard Rails: Hazardous locations, Junctions, Bus stops, Railway stations, Subways and FoBs,
Central Reserve, etc.
I. Bollards
J. Installation Guidelines: Railing, Bollards
K. Kerbs
L. Level Change
5. Parking Policy
Private vehicle registration data in terms of vehicles on road as on 31st March of every year for the
period 2001 to 2013 indicates that, Two wheelers have grown at 8.97% CAGR, Cars have grown at
6.15% CAGR and Private Vehicles (Two wheelers and Cars) growth is 7.83% CAGR. The private
vehicles on road in Greater Mumbai as on 31st
March, 2013 is 1.94 million. Vehicle ownership is
generally expressed as number of vehicles/1000 population. The increase in private vehicles ownership
during the period 2001 to 2013 in Greater Mumbai is from 66 to 154. CTS for MMR study estimated
private vehicles ownership in Greater Mumbai for the year 2011 as 112/ 1000 population, whereas the
observed is 131/ 1000 population. Average number of private vehicles registered per day in Greater
Mumbai is about 410. This is alarming. The possible reasons could be convenience of the private
vehicles for travel, easy auto finance. The other possible reasons could be overcrowding levels of
suburban and bus modes and project implementation delays of public transport modes i.e. suburban,
metro and monorail. It is assessed that, the private vehicles are further expected to increase in Greater
Mumbai and assessed values for the horizon year 2021 and 2031 are 2.3 million and 2.5 million
respectively (about 177/ 1000 population by 2021 and 183/ 1000 population by 2031). These numbers
indicate huge parking demand both at origin as well as destination end. The traffic police department
recorded more than 4.5 lakh cases of unauthorised parking between January to November, 2014, making
it the biggest traffic violation so far this year. Earlier, in 2010 and 2011 each had booked more than
seven lack offences of unauthorised parking.

5. National Urban Transport Policy, 2006 provides guidelines and recommendations on parking and
following are the excerpts from NUTP, 2006.
a) Land is valuable in all urban areas. Parking places occupy large portions of such land. This fact
should be recognized in determining the principles for allocation of parking space. Levy of a high
parking fee, that truly represents the value of the land occupied, should be used as a means to
make the use of public transport more attractive. Preference in the allocation of parking space for
public transport vehicles and non-motorized modes as well as easier access of work places to and
from such spaces would go a long way in encouraging the use of sustainable transport systems. Park
and ride facilities for bicycle users, with convenient inter-change, would be another useful measure.
Simultaneously, a graded scale of parking fee, that recovers the economic cost of the land used in
such parking, should be adopted. The objective would be to persuade people to use public transport
to reach city centers.
b) State governments would be required to amend building bye laws in all million plus cities so that
adequate parking space is available for all residents / users of such buildings. To enable this, FAR
norms would be made more liberal. Multi-level parking complexes should be made a mandatory
requirement in city centers that have several high rise commercial complexes. Such complexes could
even be constructed underground, including below areas declared as green belts in the master plan.
Such complexes could come up through public-private partnerships in order to limit the impact on
the public budget. All such parking complexes would be encouraged to go in for electronic metering
so that there is better realization of parking fees to make the investments viable and also a better
recovery of the cost of using valuable urban space in the parking of personal motor vehicles. In
residential areas too, appropriate changes in bye-laws would be considered to free the public
carriage way from parked vehicles that impede the smooth flow of traffic. Proposals for parking
complexes would also be given priority under the National Urban Renewal Mission. Provisions
would also be made in the appropriate legislation to prevent the use of the right of way on road
systems for parking purposes.
c) As economic activities in cities expand and city population grows, a substantial amount of freight
traffic would be generated. The timely and smooth movement of such freight is crucial to the
wellbeing of the people and the viability of the economic activities they undertake. However, with
limited capacity of the transport system, it is essential that freight traffic and passenger traffic are so
staggered as to make optimum use of the transport infrastructure. It is a time honored and tested
practice to use off-peak times of passenger travel to move the freight. Many cities have earmarked
late night hours for the movement of freight and restricted the entry of heavy vehicles into cities
during day time. Further, several cities have by-passes that enable through traffic to go around the
city and not add to city traffic. These practices are sound and would be encouraged in all cities. For
this purpose, cities would be encouraged to build by-passes, through innovative and viable public –
private partnerships. Similarly, facilities for the parking of freight vehicles outside city limits, such
as truck terminals, would also be encouraged through public-private partnerships. Proposals for
such facilities would be considered under the National Urban Renewal Mission.
In Greater Mumbai, on-street parking has been observed on major sub-arterial and arterial roads even
the traffic levels are high on these roads. The landuse in the vicinity of many of the roads in Greater
Mumbai is mixed use which demands for on-street parking. There are several sub-arterial and arterial
roads in the study area that need attention in terms of enforcement of parking regulations, on-street
parking prohibition, etc. for efficient movement of vehicles and road-users.

6. The following planning efforts have been made on Parking Policy in the past:
a) Under Mumbai Urban Transport Study (MUTP) II - Non-Rail Component, Technical Assistance
for Traffic Management Unit in MCGM was provided through MVA Asia Ltd. in 2006. This
study recommended a single agency; The Mumbai Municipal Parking Agency (MMPA) which
would be responsible for deciding how much parking there should be in Mumbai and how that
parking should be used, to satisfy some wider transport policy objective; and
b) Mumbai Metropolitan Region Development Authority (MMRDA) has carried out
Comprehensive Transportation Study (CTS) for Mumbai Metropolitan Region (MMR during the
period 2005-08 and the study recommended a parking policy for MMR.
MCGM has made further efforts in evolving the Parking Policy since 2006. Due to various reasons the
evolved Parking policy could not get approval of the Standing Committee. However, the Parking Policy
was discussed/ debated and updated taking the consensus. Finally, the proposed Parking Policy got
approved in Jan., 2015. Parking policy guidelines are as follows:
A. On-street Parking:
a. The existing pay & park locations have been categorized in to three categories i.e. A, B and
C based on average parking fee per annum received in the recent past which an indication of
parking demand (Category A: Annual license fee received more than Rs. 10,000/-; Category
B: Annual license fee received between Rs. 5,000 to 10,000/-; Category C: Annual license
fee received less than Rs. 5,000/-). The proposed parking rates for Category A, B and C
locations is Rs. 60/-, Rs. 40/- and Rs.20/- per hour respectively;
b. Concession for taxis: 50% and for Buses: 30% at all the three categories;
c. 50% concession for Sundays and Public holidays;
d. Monthly pass issue locations: Municipal kiosk/ Citizen Facilitation Centre of respective ward
office;
e. Residential Parking;
 Only one lane of each direction will be spared to adjoining resident
 Only with valid residential address proof
 On yearly concessional basis
 Only for limited period of 8 PM to 8 AM
 Only one parking space for one resident
 On receipt of approval Consultant/ Agency will be appointed
 Parking near School: The pay & park within radius of 100 m of school are proposed to
be cancelled and allotted to school buses;
f. Parking for Tourist places: To encourage the tourism, the parking places near prominent
tourist places such as Girgaum Chowpatty, Gateway of India, Museum, Juhu Chowpatty, etc.
are proposed to be available for free on holidays.
B. Off-street Parking
a. Rates are proposed half the rate of on-street parking in that respective area/ category; and
b. Prohibiting on-street parking on roads in 500 m of radius of the off-street parking facility;

7. C. Other features of Parking Policy
a. Parking at Mall and Cinema Theatre: The parking spaces at Malls and Cinema theatre are
proposed to make available to nearby resident during high hours after 11:00 PM after due
consent of owners;
b. Web Based parking: Web based parking to be implemented for collection of revenue from
pay & park site. Receipts to be used by hand held devices to eradicate overcharging etc. All
the data to be processed and stored in central server.; and
c. Urban Transport Fund: All expected receipts in the fund are proposed to be utlised for
upgradation of transportation systems of Greater Mumbai. For better administration it is
proposed to appoint traffic marshals and create separate traffic cell.
Following are the benefits of the Parking Policy:
a) Deterrence of owning/ using private vehicles, thus reducing traffic congestion and encourage use
of public transport modes;
b) Optimal utilisation of parking lots and discouraging vehicle owners from parking illegally on
roads;
c) Ease of parking of school buses near the schools;
d) Encourage tourism and entertainment by offering free parking on holidays near prominent tourist
places;
e) Encourage off-street parking; and
f) Expected increase in revenue from parking policy: 8 crores (existing) to 20 to 25 crores per year.
The revenue shall be useful as one of the revenue stream for Urban Transport Fund.