While the MMRDA envisioned the Bandra Kurla Complex as a robust, well-structured entity, there is a critical need for connecting transportation arteries, resulting in significant mobility challenges
In 2017, as many Indian cities embarked on metro rail projects as perceived long-term mobility solutions, the Ministry of Housing and Urban Affairs (MoHUA) introduced two pivotal policy frameworks in 2017: The Value Capture Finance (VCF) Policy Framework, which harnesses the rise in land value from infrastructure projects to fund these developments, and the National Transit-Oriented Development (TOD) Policy, which integrates land-use planning with transportation strategies to foster sustainable urban growth.
The TOD policy outlines a strategic shift from reliance on private vehicles to a model centred around public transport. It promotes the development of affordable, comfortable, and accessible multimodal public transit systems while encouraging active transportation methods such as walking, cycling, and other non-motorised transport (NMT). Furthermore, the policy emphasises Value Capture Finance (VCF) as a critical tool for making TOD financially sustainable. This is achieved through various mechanisms, including land value taxes, one-time betterment levies, development charges, impact fees, and the transfer of development rights.
The policy emphasises Value Capture Finance (VCF) as a critical tool for making TOD financially sustainable.
The Bandra Kurla Complex (BKC), Mumbai’s prime commercial business district, planned by the Mumbai Metropolitan Region Development Authority (MMRDA), presents a case contrary to traditional Transit-Oriented Development (TOD). Instead, it exemplifies Retrofitting Transit Development (RTD), implemented after the full development of the 370 hectares of greenfield land. An aerial view of the impressive, gleaming office complexes of the BKC presents a striking image of India’s infrastructure development success. However, beneath this façade lies a classic example of inadequate urban and transport planning. While the MMRDA envisioned BKC as a robust, well-structured entity, they overlooked the critical need for connecting transportation arteries, resulting in significant mobility challenges.
Though a prominent area housing some of India’s and the world’s top corporates, luxury five-star hotels, the diamond bourse, hospitals, one of India’s finest convention and cultural centres, and educational institutions, BKC has immense last-mile connectivity challenges.
Auto-rickshaw drivers overcharging commuters and ride-hailing service drivers from platforms like Ola and Uber frequently refusing rides further exacerbate this issue. The daily footfall of office workers in BKC ranges between 200,000 and 250,000, with approximately 200,000 additional visitors frequenting the business district daily. Despite the construction of multiple connectors from the western and eastern suburbs to facilitate smoother access to BKC, traffic congestion remains unresolved. Over 74,000 passengers utilise BEST bus services to BKC daily, yet despite the operation of 13 different routes, residents report being largely dependent on shared auto-rickshaws operating from Bandra and Kurla railway stations.
Despite the construction of multiple connectors from the western and eastern suburbs to facilitate smoother access to BKC, traffic congestion remains unresolved.
Commuting via shared auto-rickshaws is a significant challenge for individuals travelling from Bandra or Kurla stations to the BKC. Office workers and students frequently complain about difficulties reaching BKC or the University of Mumbai’s Kalina campus, mainly relying on auto-rickshaws from the two railway stations. Despite the blatant violations by shared auto-rickshaw drivers, the relevant authorities have failed to take corrective measures. Due to the inadequate availability of BEST buses from Kurla West, commuters are left with no choice but to endure long queues and rely on the discretion of shared auto-rickshaw drivers for their daily transportation.
To enhance mobility and accommodate the anticipated commuter volume growth, MMRDA has decided to introduce London-style pod taxis, offering a futuristic solution for BKC’s ingress and egress.
Pod taxis also known as Personal Rapid Transit (PRT) represent a sophisticated and environmentally sustainable mode of transportation that operates at high speeds. They are fully automated and automated vehicles designed to transport a fixed number of passengers between specified locations. Accommodating between four and six passengers, these electric-powered pod taxis are engineered to travel on dedicated tracks, thereby minimising road congestion. These advanced transportation systems can be powered by solar energy and other renewable sources, contributing to a reduction in pollution in densely populated urban areas.
Pod taxis also known as Personal Rapid Transit (PRT) represent a sophisticated and environmentally sustainable mode of transportation that operates at high speeds.
MMRDA has appointed the Hyderabad-based Sai Green Mobility to implement and operate pod taxi services in BKC under a Design, Finance, Build, Operate, and Transfer (DFBOT) arrangement. The company will be responsible for designing, engineering, developing, constructing, testing, commissioning, operating, and maintaining pod taxis. The project, with a concession period of 30 years and an estimated cost of INR1,016.34 crore, is expected to achieve full operational status within three years. MMRDA predicts pod taxis will cater to up to 600,000 commuters travelling daily to and from BKC. They will operate at 15 to 30-second intervals, providing connectivity to Bandra and Kurla suburban stations, the BKC metro station, and the upcoming bullet train station. The 8.8-kilometre route will feature 38 stops. The proposed fare for the pod taxis is INR21 per kilometre, with an annual increment of 4 percent. The MMRDA will establish the rates during the project’s conditions precedent phase. Currently, commuters pay up to INR40 per seat in shared autos.
The proposed pod taxis, conceived as a solution for last-mile connectivity, present several challenges that could impact its effectiveness. However, its success is contingent upon the following factors:
Addressing these issues requires meticulous planning and proactive strategies to ensure that the pod taxi system effectively serves as a viable and inclusive last-mile transportation mode in BKC.
In contrast, given the already well-established non-motorised transport (NMT) infrastructure in BKC, it may be more advantageous to focus on enhancing NMT services and promoting walking as a more sustainable and inclusive alternative for first- and last-mile connectivity. This approach would prioritise the needs of pedestrians and cyclists, thereby fostering a more equitable and environmentally sustainable urban transport system. Enhanced pedestrian infrastructure and improved public transportation services could better support the diverse mobility needs of BKC’s population while mitigating potential disruptions associated with the implementation of pod taxis. The allocated money better spent on increasing the frequency and coverage of BEST buses could act as a flexible and cost-efficient solution.
Enhanced pedestrian infrastructure and improved public transportation services could better support the diverse mobility needs of BKC’s population while mitigating potential disruptions associated with the implementation of pod taxis.
Furthermore, the socioeconomic impact on auto-rickshaw drivers, who may face a decline in their income, requires careful attention. An alternative approach could involve formalising and regulating the existing Intermediate Public Transport (IPT) system, which is already well-established and functional in its current state. Although this would necessitate a comprehensive technical study, including demand-supply mapping and travel demand modelling to assess the trip and travel patterns of daily commuters, it may prove to be a more cost-effective and sustainable solution for BMC as a microsite. Engaging in consultations with IPT unions and relevant stakeholders could facilitate the regulation and standardisation of auto-rickshaw operations in stage carriageways.
Given the substantial financial investment required to construct a pod taxi system, the government should critically evaluate alternative traffic management solutions for the BKC area. Considering the involvement of significant public funds, it is crucial to avoid a scenario similar to the monorail system in Mumbai, which has largely remained a tourist attraction and failed to achieve its projected ridership.
Nandan H Dawda is a Fellow with the Urban Studies programme at the Observer Research Foundation.
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Dr Nandan H Dawda is a Fellow with the Urban Studies programme at the Observer Research Foundation. He has a bachelor's degree in Civil Engineering and ...
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