White paper on Mumbai Suburban Railway System
Contents
Foreword
Mumbai Suburban Railway Network
Map with MUTP
List of abbreviations
Chapter 1 Introduction...... 1-3
Chapter 2 Mumbai Urban Transport Project...... 4-11
Chapter 3 Present Scenario...... 12-16
Financial Status of Mumbai Suburban Chapter 4 Railway System...... 17-26
Chapter 5 Way Ahead...... 27-31
Chapter 6 Conclusion...... 32
White paper on Mumbai Suburban Railway System
Foreword
Popularly identified as “Locals” in common parlance, the suburban Railway System in Mumbai is the lifeline of Mumbai and its suburbs. It carries 8 million passengers daily over 376 route kilometres on Central and Western Railways by operating 2813 train services per day. With an annual ridership of 2.91 billion, the Mumbai Suburban Railway is the busiest rapid transit system in the World.
As Mumbai's population has swelled and economic activities in the city have increased, the suburban railway system has become overstretched. Suburban trains are carrying commuters beyond their carrying capacity to meet the commuting needs of the city. The system is not only facing a major challenge of overcrowding but also severe financial constraints.
Despite the infrastructure and financial constraints, the suburban railway system is coping well with the situation and striving hard to improve upon itself. The resilience of the system has been tested and proven from time to time; even after major incidents such as the deluge of 2005, serial bomb blasts of 2006 and terrorist attack of 2008, the system has shown its strength by bouncing back to its normal operations within a few hours.
It is admitted that the commuters of Mumbai suburban definitely deserve much better travelling conditions than what is available to them today. IR is working towards creating a vision to provide modern services to its users.
The objective of this White Paper is to present the existing status and the challenges that suburban railway system is facing today. I invite you all, the users and stakeholders of suburban railway services in Mumbai, to come forward and hold our hands by sharing your views and suggesting pathways towards creating a new reality of fast, reliable, comfortable, safe and sustainable railway travel in Mumbai.
(Suresh Prabhakar Prabhu) Minister for Railways August 2015
White paper on Mumbai Suburban Railway System
White paper on Mumbai Suburban Railway System
LIST OF ABBREVIATIONS
AC Alternating Current ATM Automatic Teller Machine ATVM Automatic Ticket Vending Machine BB&CI Bombay Baroda & Central India BEST Brihanmumbai Electric Supply & Transport CBTC Communication Based Train Control CCTV Closed Circuit Television CIDCO City & Industrial Development Corporation CR Central Railway CSR Corporate Social Responsibility CST Chhatrapati Shivaji Terminus CTS Comprehensive Transport Study DC Direct Current EMU Electric Multiple Unit FDI Foreign Direct Investment FOB Foot Over Bridge GIP Great Indian Peninsula Railway GoM Govt. Of Maharashtra IR Indian Railways MCGM Municipal Corporation of Greater Mumbai MMR Mumbai Metropolitan Region MMRDA Mumbai Metropolitan Region Development Authority MoR Ministry of Railways MRVC Mumbai Railway Vikas Corporation MSEDCL Maharashtra State Electricity Distribution Company Ltd MST Monthly Season Ticket MUTP Mumbai Urban Transport Project NGO Non Governmental Organization NMIA Navi Mumbai International Airport NMMT Navi Mumbai Municipal Transport PPP Public Private Partnership QST Quarterly Season Ticket R&R Resettlement & Rehabilitation SADS Station Area Development Schemes SATIS Station Area Traffic Improvement Schemes SIS Station Improvement Schemes SPV Special Purpose Vehicle SRA Slum Rehabilitation Authority TMT Thane Municipal Transport TOD Transit Oriented Development UMMTA Unified Mumbai Metropolitan Transport Authority USD US Dollars WR Western Railway White paper on Mumbai Suburban Railway System
Chapter 1 : Introduction
1.1 The city of Mumbai is the financial capital of the country and the suburban railway network serves as the city’s life line. The network is a part of the Indian Railways (IR). Two zones of Indian Railways viz. Western Railway (WR) and Central Railway (CR), operate the railway lines in Mumbai. Mumbai’s suburban railway system, which is one of the most complex, densely loaded and intensively utilized system in the world, carries around 8 million passengers per day, which is 1/3 rd of the total passengers carried on Indian Railways.
Passenger carried (in millions)
9000 8306 8421 8397 7885 7438 8000 7096 7000 6000 5000 4000 2701 2705 2806 2900 2926 2918 3000
2000
1000 0 2008-09 2009-10 2010-11 2011-12 2012-13 2013-14 Mumbai Suburban Total IR
Source: IR annual statistics
1.2 Suburban railway is the predominant mode of transport in Mumbai Metropolitan Region (MMR) and 53% trips in MMR are performed on suburban railway.
Modal split of trips performed in MMR
Private 13%
Taxi & Auto Metro & 8% Mono 2% Suburban rail 53%
Bus 24%
Source: Study on Development and Expansion Plan for Mumbai Suburban Rail Network, July 2015
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Overview of Mumbai Suburban Railway System
• Jurisdiction – ‹ Central Railway Mumbai CST–Kalyan–Kasara and Mumbai CST–Kalyan–Karjat Mumbai CST–Panvel and Mumbai CST-Wadala-Andheri on Hrabour line Thane–Turbhe–Vashi on Trans-harbour line ‹ Western Railway Churchgate–Virar–Dahanu Road • 376 Route Kms. • 1086 Track Kms. • No. of stations – 119 • 2813 trains per day • 232/12 EMU Fleet (2979 coaches) • Traction System – 25 kV AC on WR & 1500 V DC / 25 kV AC traction system on CR (under MUTP 2, the traction system will be fully converted to 25kV AC). • Financial parameters 2013-14 Earnings – Rs. 1502.97 crores, Expenditure – Rs. 2614.77 crores, Loss – Rs. 1 111.80 crores
1.3 Historical Background
1.3.1 Mumbai was one of the first cities in Asia to have a Suburban Railway system during 1920s. The first suburban train from Victoria Terminus (now Chhatrapati Shivaji Terminus) to Kurla was run in 1925 by GIP Railway. In 1928 first suburban train from Colaba to Borivali was run by BB&CI Railway. The suburban trains introduced ran on 1500V DC traction with Electric Multiple Units (EMUs) which was the latest technology available at that time. During the same period, Tram services and Motorised Buses were also introduced to give a very efficient public transport system in the city. The Suburban Railways which runs along this linear land mass became the ‘Life Line’ of Mumbai.
1.3.2 Post independence, all Railway companies were amalgamated into a National Railway with different zones. Operation and maintenance of Mumbai suburban railway system was entrusted to Western & Central Railways. The two Zonal railways also operate long distance passenger and freight services. The growth of population in Northern areas and predominance of employment in South Mumbai resulted in overloading in Suburban trains.
Population growth in Mumbai Metropolitan Region 35 (In Millions) 30 25 20 15 10 5 0 1971 1981 1991 2001 2011 2021* 2031* Mumbai 7.78 11.08 14.53 19.2 22.01 26.8 30.87 *Projected Source: Study on Development and Expansion Plan for Mumbai Suburban Rail Network, July 2015
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1.3.3 Passenger carried on Mumbai suburban railway system had an abnormal growth since independence and was always under heavy stress due to mismatch in the capacity and demand. In the last 65 years, passenger carried on the system has gone up by 10 times whereas the corresponding increase in services is less than 4 times. Suburban traffic growth in Mumbai 1951- 1961- 1971- 1981- 1991- 2001- 2011-12 2012-13 2013-14 52 62 72 82 92 02 Passenger 292 454 915 1459 1795 2288.49 2899.95 2918.50 2918.50 carried (millions) Average 13.8 14.0 16.5 18.8 22.5 27.16 32.43 32.49 32.77 trip length (Kms) Passenger 4031 6365 15123 27392 40462 62151.61 94047.56 95072.35 95628.88 Kilometres (millions) No. of 741 960 1161 1577 1889 2049 2718 2813 2813 trains Source: IR annual statistics
1.3.4 Suburban Railway system could cope up with the passenger demand till mid 1970s. Due to heavy demand the situation started deteriorating and despite incremental inputs, the condition worsened in 1990s due to overcrowding. Large scale expansion of Suburban system could not be undertaken due to lack of resources and the fact that huge capital investment was needed to augment the suburban railway capacity without any return. In fact, the suburban railway system in Mumbai is a loss making proposition in Indian Railways. As part of its social obligation, Indian Railways continued to provide incremental inputs, which were far overtaken by demand.
1.3.5 Even today, overcrowding in trains during peak hours is excessive but due to non-availability of other modes of public transport, suburban railway system continues to be the lifeline of Mumbai. Any disruption in the suburban train services almost brings the city to a halt.
Summary
1. Suburban railway system is the predominant and preferred mode of transport in Mumbai. 2. The entire city is dependent on suburban railway system for its transport needs. 3. There is excessive overcrowding in the suburban trains during peak hours. 4. The suburban railway system is already overstretched beyond its capacity. 5. Huge capital investment is required to further sustain the system. 6. It is a loss making system.
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Chapter 2 : Mumbai Urban Transport Project
2.1 Introduction
Suburban railway system was overstretched beyond limits and was on the verge of collapse in mid 1990s , Ministry of Railways (MoR) and Govt. of Maharashtra (GoM) decided to augment and strengthen Suburban railway system with equal participation in capital investment. A Comprehensive Transport Study for Mumbai Metropolitan Region (MMR) was carried out and a set of project was identified for implementation under Mum bai Urban Transport Project (MUTP). A Special Purpose Vehicle (SPV) Mumbai Railway Vikas Corporation Ltd. (MRVC) was set up on 12.07.1999 to implement the rail componencomponentt of MUTP. Implementation of MUTP is being done in phases.
2.2 MUTP 1
MUTP 1 was multimodal transport project which consist ed of Road & Rail components. The Road component was executed by different agencies such as MMRDA, MCGM, BEST, Traffic Police etc., while the Rail component was implemented by MRVC. MUTP 1 (Rail component) was sanctioned by the Parliament in the budget of 2003 -04. The following works were sanctioned under MUTP 1:
MUTP 1 Works 1 Borivali -Virar quadrupling 2 5th and 6th line between Kurla & Thane 3 Virar-Dahanu Road Track Centre Work to run suburban services 4 EMU procurement/manufacture 5 Virar Car Shed 6 DC to AC Conversion 7 Other optimization and service efficiency improvementimprovement worksworks 8 Resettlement & Rehabilitation of project affected households
2.3 Funding mechanism
The cost of the MUTP was equally shared between GoM & MoR and surcharge on suburban tickets collected to pay back World Bank loan . The financial model of MUTP 1 was as follows:
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2.4 Status
The project has been successfully completed by end of March 2012 at a total cost of Rs. 4450 crore.
2.4.1 Outcome of MUTP 1
The following were the outcomes of MUTP 1
° Additional suburban corridors constructed between: i) Borivali-Virar on Western Railway ii) Kurla-Thane on Central Railway iii) 5th Line between Santacruz-Borivali on Western Railway ° 909 new EMU coaches procured and inducted in the system. ° There was an energy saving of around 35% on new EMU coaches. ° 559 new suburban services were introduced. ° 1216 suburban services were converted from 9 coach to 12 coach composition. ° 36% additional carrying capacity created during peak hours. ° 1500V DC to 25 kV AC traction conversion completed on Western Railway and north of Thane on Central Railway (Main Line).
2.5 MUTP 2
The project was sanctioned by the Parliament in the budget of 2008-09. The present estimated cost of the project is Rs. 8087 crores. The following works are included under MUTP 2:
MUTP 2 Works 1 5th & 6th Lines CSTM-Kurla 2 5th & 6th Lines Thane-Diva 3 6th Line Mumbai Central-Borivali 4 Extension of Harbour Line from Andheri to Goregaon 5 Conversion of 1500 VDC to 2500 kV AC traction system on balance sections on CR 6 EMU Procurement & manufacture - 864 EMU coaches 7 Maintenance Facilities for EMUs 8 Stabling Lines for EMUs 9 Trespass Control measures at 12 stations 10 Resettlement & Rehabilitation of Project Affected Households
MUTP Phase 2 is being implemented in two parts, i.e. MUTP 2A and MUTP 2B. MUTP 2A is partly funded by World Bank loan while MUTP 2B is fully funded by Ministry of Railways and Govt. of Maharashtra.
2.6 MUTP 2A :
MUTP 2A costing Rs. 4713 Crs., is partly funded by World Bank loan of USD 344 million and balance funds are being provided by Ministry of Railways and Govt.
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of Maharashtra on 50:50 sharing basis. The following works are being executed under MUTP 2A:
° Procurement of 864 EMU coaches ° Balance DC to AC Conversion work on Central Railway ° EMU maintenance facilities & EMU stabling lines ° Trespass Control Measures
2.6.1 Funding mechanism
The Funding mechanism of MUTP 2A is as follows –
2.6.2 Status
° Traction conversion from 1500V DC to 25 kV AC on Thane -CSTM section of Central Railway was commissioned on 08.06.2015. With this, this, the entire Main Line of Central Railway is now operating on 25 kVkV AC traction. ° The work for DC to AC conversion on Harbour and Trans Harbour Lines on Central Railway is also almost ready but switchover can only be done after adequate numbers of EMU rakes for running on AC traction are available. ° Two rakes out of total 72/12 -car rak es under MUTP 2A have already been commissioned and are running on commercial services on WR since 18.03.2015 . It is expected that balance 70 rakes will be receivreceiveded on Mumbai suburban system by December 2016. ° All other works under MUTP 2A are expected to be complet ed by March 2017.
2.7 MUTP 2B
MUTP 2B is entirely funded by Ministry of Railways aandnd Government of Maharashtra with equal sharing of the cost. The following works are being executed under MUTP 2 B: ° Extension of Harbour Line from Andheri to Goregaon ° 5th and 6th line Thane-Diva Central Railway ° Yard re-modelling and Trespass control measures ° Resettlement and Rehabilitation of project affected households 6 Chapter 2: Mumbai Urban Transport Project White paper on Mumbai Suburban Railway System
° 6th Line between Mumbai Central -Borivali on Western Railway ° 5th and 6th Lines between CSTM-Kurla on Central Railway
2.7.1 Funding mechanism
The Funding mechanism of MUTP 2B is as follows –
Substantial funding of MUTP 2B was envisaged from Commercial Development of Railway land and Air Space at Bandra (E) measuring approx 45000 square metre . Funding from both MoR and GoM will depend upon proceeds received from this land. So far, the commercial development has not materialised despite best efforts. This will put additional financial burden on both governments. In that case, the funding mechanism will be as follows :
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2.7.2 Status
All the works are expected to be completed by 2017 except:
(i) 5th & 6 th Lines between CSTM-Kurla (ii) 6th Line Mumbai Central-Borivali
These works are being executed by Central and Western Railways respectively and are likely to be completed by 2019.
2.8 Expected outcome of MUTP 2
° Additional suburban Lines : (i) Extension of Harbour Line from Andheri to Goregaon (ii) 5th and 6 th Lines between Thane-Diva on Central Railway (iii) 6th Line between Mumbai Central -Borivali on Western Railway (iv) 5th and 6 th Lines between CSTM-Kurla on Central Railway ° 864 new EMU coaches (72 twelve car rakes) introduced in the system. ° Introduction of new EMU coaches will provide energy saving of around 35%. ° 200 additional suburban services likely to be introduced on receipt of new coaches. ° 20% additional carrying capacity will be created.
2.9 MUTP 2C
In addition to MUTP 2, work for running of 12-car rakes on Harbour Line was sanctioned subsequently in 2012 -13, referred to as MUTP 2C . The funding arrangement for MUTP 2C is as follows:
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2.9.1 Status
The infrastructure work s will be completed by March 2016.
2.9.2 Expected outcome
33% additional carrying capacity will be created due to conversion from 9-car to 12-car rake composition.
2.10 Impact of MUTP 1 and 2
MUTP 1 and 2 were planned to bring down crowding in the suburban trains from earlier levels of 500 persons per coach to 300 persons per coach during peak hours. However, this could not be achieved due to:
(i) Demand growing faster than creation of additional capacity. (ii) Lack of alternate public transport system.
Another significant impact of these projects has been increase in operation and maintenance costs without commensurate returns from ticket sales. This has put additional financial burden on railways, which has been increasing with every passing year.
Losses of Mumbai suburban railway system (in crores of Rupees)
1200 1112
1000 856 800 660 626
567 600
329 400
200 2008 -09 2009 -10 2010 -11 2011 -12 2012 -13 2013 -14
Source: Mumbai Suburban Railway Costing 2.11 MUTP 3
To further strengthen and augment the suburban railway infrastructure in MMR, MUTP 3 has been announced in the Railway Budget 2015-16 at the total cost of Rs. 11,441 crores. The major works under MUTP 3 are –
° Quadrupling of the Virar -Dahanu Road section on Western Railway ° New suburban corridor between Panvel and Karjat on Central Railway ° New elevated s uburban corridor link between Airoli-Kalwa on Central Railway ° Procurement of Rolling Stock ° Station Redevelopment ° Mid-section Trespass Control
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2.11.1 Funding mechanism for MUTP 3
The cost of proposed MUTP 3 will be shared equally by Ministry of Railways and Govt. of Maharashtra . Rs. 8006 crores is proposed to be funded from World Bank loan and balance Rs. 3435 c rores to be shared equally between Ministry of Railways and Govt. of Maharashtra.
The funding mechanism of MUTP 3 is as follows –
2.11.2 Expected Outcome ° Additional suburban Lines: (i) 3rd and 4 th Lines between Virar -Dahanu Road On Western railway (ii) New suburban corridor between Karjat -Panvel on Central Railway (iii) New elevated suburban link corridor between Airoli -Kalwa on Central Railway ° Induction of 564 EMU coaches in the system. ° Introduction of new EMU coaches will provide energy saving of around 35%. ° 300 additional suburban services likely to be introduced on receipt of new EMU coaches. ° Station improvement and additional passenger amenities at 20 stations. ° Trespass control measures at 22 vulnerable mid section locations.
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Summary
(1) Additional carrying capacity of 36% has been added under MUTP 1 and another 20% will be added under MUTP 2. (2) Crowding in the trains is not coming down during peak hours as demand is overtaking capacity generation. (3) Losses in Mumbai suburban railway system are going up with each passing year, putting additional financial burden on Railways. (4) Should IR alone bear the losses on suburban railway system in Mumbai?
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Chapter 3 : Present Scenario
3.1 The inputs given or planned under MUTP are mostly confined to capacity enhancement works like providing additional tracks, induction of new EMU coaches for augmenting existing services and introducing new services. This has enabled the suburban railway system to barely sustain itself in the last fifteen years as the number of passengers per day has gone up from 6 million in 1999- 2000 to around 8 million in 2014-15.
3.2 As such, the primary concern of Mumbai suburban railway system continues to be overcrowding in the trains. Analysis of the last fifteen years trend indicates that –
(a) There is always a latent demand awaiting introduction of additional suburban services.
(b) Overcrowding in the suburban trains continues even with introduction of new services as the alternative modes of public transport are either non- existent or the corresponding journey time is very high.
(c) Most of the residential growth has taken place in northern part of Mumbai Metropolitan Region whereas the Central Business Districts are confined to southern parts of the city.
(d) With new business districts coming up in Bandra-Kurla, Andheri, etc., the peak crowding in the trains has shifted to sections in the north like Virar- Borivali-Andheri section on Western Railway and Kalyan-Thane-Kurla section on Central Railway.
(e) With the new employment opportunities and educational institutions coming up in Navi Mumbai, a lot of interchange of passengers from Main Line to Harbour Line and vice-versa is taking place at Kurla and Thane.
3.3 This has put the existing infrastructure in and around the railway stations under severe strain. The footfall at some of the stations has gone up substantially without corresponding increase in facilities. The situation worsens during unusual incidences and overcrowding at stations often leads to law and order problems.
3.4 Both Central and Western Railways have been providing passenger amenities at stations within the resources available to them. Attempt was also made for Station Area Traffic Improvement Sheme (SATIS) under MUTP Phase 1, which did not materialize due to lack of coordination between various agencies involved. The footfall at important railway stations of Central and Western Railways was studied in the year 2012 and the results are given in the table below.
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Sr. WESTERN RAILWAY CENTRAL RAILWAY HARBOUR LINE No. Station Name Peak hour Station Name Peak Station Name Peak hour flow hour flow flow 1 Churchgate 54,377 CST 69,092 Wadala Road 17,642 2 Mumbai Central 23,566 Masjid 22,096 GTB Nagar 11,114 3 Dadar West 27,414 Byculla 12,577 Chembur 15,742 4 Mahim 11,794 Dadar 26,664 Govandi 14,447 5 Bandra 44,015 Kurla 39,868 Vashi 21,910 6 Andheri 59,333 Ghatkopar 27,116 Nerul 8,937 7 Goregaon 26,038 Bhandup 18,075 Belapur 18,445 8 Borivali 39,426 Mulund 25,615 Kharghar 10,681 9 Mira Road 15,518 Thane 62,739 Panvel 1,426 10 Bhayander 25,572 Dombiv ali 33,474 Airoli 10,496 11 Vasai Road 22,654 Kalyan 37,769 Turbhe 7,126 12 Nala Sopara 32,928 Kasara 1,841 13 Virar 38,920 Karjat 2,388 Source: Mumbai Suburban rail passenger surveys and analysis 2012
3.5 Thus, there is an urgent need for station re-development, incorporating medical facilities required at stations and needs of differently abled persons. In order to increase the holding capacity of commuters on platforms, the only option available is to go in for vertical development by provision of decks and its interconnection with Foot Over Bridges (FOB) and escalators. This has partly been included in MUTP Phase 3 but is confined to station improvement schemes only. The re-development of stations may be considered in the following manner:
i) Station Improvement Schemes (SIS) ii) Station Area Traffic Improvement Schemes (SATIS) iii) Station Area Development Schemes (SADS)
3.6 The Union Cabinet has recently approved the policy for station re-development of ‘A-1’ and ‘A’ category and important pilgrim stations under PPP using the ‘Swiss Challenge’ method. Re-development of Mumbai suburban stations in a similar manner should be possible and will reduce the investment required to be done by both Indian Railways and State Government.
3.7 Local bodies and State Governments should also consider incorporation of Transit Oriented Development (TOD) through Station Area Development Schemes similar to those undertaken in countries like Japan, Holland, China, etc.
3.8 With the increase in number of passengers travelling, the waiting time for issue of tickets has also been gradually going up. Hon’ble Minister of Railways also pointed this out in his Railway budget speech 2015-16. Initiatives have already been taken by both Central and Western Railways to reduce this by providing
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extra booking counters, providing automatic ticket vending machines (ATVMs) and more recently ticketing through mobile application.
3.9 An important aspect, however, is missing here as the origin to destination journey of commuters normally consists of three legs, viz., origin to station, station to station and station to destination. Way forward is perhaps to have a system where tickets can be issued for all modes of public transport at the originating point itself. This would require will and coordination to implement at the highest levels of all the agencies involved. An integrated ticketing solution for all modes of public transport is the need of the hour as announced by Hon’ble Minister of Railways during his Railway budget speech 2015-16. This exercise needs to be taken up by Unified Mumbai Metropolitan Transport Authority (UMMTA) set up by the State Government, who is working for the integrated ticketing solution for all modes of public transports in the City.
3.10 With the increase in services along the existing routes, infrastructure improvement for safety of train operation and commuters must also be ensured. Although there have been negligible casualties in suburban train accidents such as derailments in the last five years, however, there are regular casualties due to mishaps on tracks, overcrowding in trains, etc. Data for the last five years is given in the table below.
Year Railways Trespass % Falling % Others (suicides, % Total from natural deaths, running electrocution, train cause not known etc.) 2010 CENTRAL 1323 519 479 2321 WESTERN 829 215 345 1389 TOTAL 2152 58.01% 734 19.78% 824 22.21% 3710 2011 CENTRAL 1207 513 425 2145 WESTERN 816 223 274 1313 TOTAL 2023 58.50% 736 21.28% 699 20.21% 3458 2012 CENTRAL 1261 566 470 2297 WESTERN 718 268 258 1244 TOTAL 1979 55.89% 834 23.55% 728 20.56% 3541 2013 CENTRAL 1174 591 505 2270 WESTERN 652 310 274 1236 TOTAL 1826 52.08% 901 25.70% 779 22.22% 3506 2014 CENTRAL 1216 552 453 2221 WESTERN 696 245 261 1202 TOTAL 1912 55.85% 797 23.28% 714 20.85% 3423 Source: Govt. Railway Police, Mumbai
3.11 It is seen from the table above that more than 50% casualties are on account of trespassing. Some interventions for trespass control at 12 stations is underway in MUTP Phase 2 and at another 20 critical mid-sections are planned under MUTP Phase 3. However, to run the services at the levels planned, it is imperative that all level crossings are eliminated from suburban system and proper connectivity across the railway tracks is made available for both vehicular traffic and pedestrians.
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3.12 Mishaps due to trespassing are likely to get aggravated in areas where unauthorized constructions and encroachments along the railway tracks have taken place. Removal of these encroachments is a precursor to an effective trespass control measure. Under resettlement and rehabilitation policy for MUTP, all project affected households are provided with proper dwelling units of 225 sq. feet. However, there are some encroachments which do not affect the construction of the project directly but result in trespassing on railway tracks. As per the existing R&R policy, these are not eligible for resettlement. There is a need to review the policy with Govt. of Maharashtra for Mumbai area for such encroachments which are not affected by the projects but contribute to trespassing thereby affecting train operation.
3.13 In situ resettlement and rehabilitation of encroachments on railway land at locations which are neither affected by the projects nor result in trespassing on railway tracks in line with SRA scheme of Govt. of Maharashtra is also talked about whenever this issue comes up for discussion to enable railways to utilize the vacated land for commercial exploitation. However, before any such exercise is undertaken, a strong mechanism involving local bodies and the state government needs to be evolved to ensure that no further encroachments on railway land takes place. The existing wherewithal available with the railways is insufficient to tackle this problem.
3.14 The casualties and injuries caused due to overcrowding in the running trains can be tackled by providing automatic door closing mechanism in all the rakes. However, efficacy of this system with the present level of crowding is yet to be established. This has been partially provided on one coach on Western Railway but extensive field trails and feedback is necessary before this is incorporated in all the rakes in the system.
3.15 Security at railway stations and also in the trains continues to be a cause of concern. To improve response time in cases of untoward incidences involving women commuters, a mobile security application has been recently launched by the railways. In addition, CCTV cameras at stations are being gradually provided by Zonal Railways. CCTV cameras in ladies compartments have also been provided on trial basis in one of the ladies compartments by Western Railway.
Summary
(1) There is an urgent need for re-development of suburban stations. (2) The level of intervention to be done at stations – SIS, SATIS, SADS? (3) Should Mumbai suburban stations be opened for re-development through PPP? (4) Is there a need for an integrated ticketing system for all modes of public transport? If yes, how to evolve such a ticketing system? (5) How to involve/engage local bodies, NGOs, social groups, etc. effectively to propagate awareness against trespassing on railway tracks? (6) Is the present R&R policy under MUTP sufficient and effective? (7) How to create an effective mechanism involving local bodies, police, public representatives, railways, etc. to ensure no further encroachments on railway land takes place?
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(8) Is the automatic door closing system the solution for preventing injuries on account of overcrowding? (9) Further steps to be taken to improve security, especially for women commuters in suburban railway system?
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Chapter 4 : Financial Status of Mumbai Suburban Railways System
4.1 The financial losses of Mumbai suburban railway system are a major concern for financial sustainability of the system as the losses are continuously mounting year on year. The expenses and earnings of the suburban system for the last 15 years are given below:
(Figures in crores) Year Expenses Earnings Surplus/Loss 1999 -00 706.77 786.81 80.04 2000-01 805.40 821.12 15.72 2001 -02 821.21 847.07 25.86 2002-03 848.94 900.38 51.44 2003 -04 939.63 918.56 -21.07 2004-05 915.41 956.91 41.50 2005 -06 1006.05 993.67 -12.38 2006-07 1085.49 1036.25 -49.24 2007 -08 1148.70 1168.13 19.43 2008-09 1507.28 1178.69 -328.59 2009 -10 1773.89 1206.54 -567.35 2010-11 1912.52 1287.00 -625.52 2011-12 2003.60 1343.98 -659.62 2012-13 2248.25 1392.28 -855.97 2013-14 2614.77 1502.97 -1111.80 Source: Mumbai Suburban Railway Costing
From the table above, it is clear that the earnings have not kept pace with the expenses since 2008-09 .
It may be also seen from the following graphs that losses have increased more than 3 times in last 5 years as Mumbai Suburban Railway System incurre d loss of Rs. 1112 crores during the year 2013 -14 against 329 crores in the year 2008 -09.
Losses on Mumbai Suburban Railway system
1200 1112
1000 856
800 660 626 567 600
400 329
200 2008 -09 2009 -10 2010 -11 2011 -12 2012 -13 2013 -14
Source: Mumbai Suburban Railway Costing
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4.2 It is projected that the losses in the Mumbai suburban railway system for the year 2014-15 will be around Rs. 1400 crores. Times has come for a serious introspection and take remedial measures to ensure financial sustainability of the system. Unless this is done, Indian Railways may find it difficult to continue making investments into a system which perpetuates mounting annual losses.
4.3 Suburban railway system expenses
4.3.1 There has been continuous increase in operating expenses since 2008-09 due to a number of factors, which have influenced this upward trend, as narrated below.
(a) Increase in wage bill on account of implementation of 6 th Pay Commission report
The Central Govt. implemented the 6 th Pay Commission report with effect from 01.01.2006, but it was announced in the year 2008. In fact, arrears payment to the staff was done in the years 2008-09 and 2009-10. Thus, apart from a wage hike of around 25% across the board, arrears payment in the first two years contributed to a sudden jump in the operating expenses. The salaries and wages expenses since then have been going up around 10-13% on account of hike in dearness allowance every year. The situation is likely to worsen with the implementation of 7 th Pay Commission report, which is due next year.
(b) Introduction of additional suburban services
With every new services introduced in the suburban railway system, the operating expenses go up. Since the intent of increasing the services is to reduce crowding in the trains, there is nominal increase in the fare revenue. The equivalent 12-car services run on the suburban system and the operating expenses is given in the table below.
Year 12-car Expenditure Expenses per Equivalent (in Rs service Lakhs) (in Rs Lakhs) 2004-05 1736 91541.39 52.73 2005-06 1738 100605.32 57.89 2006-07 1765 108549.51 61.50 2007-08 1831 114869.58 62.74 2008-09 2020 149459.45 73.99 2009-10 2244 177387.15 79.05 2010-11 2413 191251.94 79.26 2011-12 2464 200360.08 81.31 2012-13 2624 224826.32 85.68 2013-14 2679 260242.03 97.14
It will be seen that the operating expenses per 12-car service in the suburban railway system has gone up from Rs. 52.73 lakhs in the year 2004-05 to Rs. 97.14 lakhs per service during 2013-14. However, in real terms, i.e. after discounting 18 Chapter4: Financial Status of Mumbai Suburban Railway System White paper on Mumbai Suburban Railway System
for the inflation, the operating expenses per service have come down. This is on account of various technical inputs given into the system and system efficiency improvements brought about by the Zonal Railways.
Expenditure/Service after discounting inflation Year Expenditure Inflation % Price index Discounted per service at 2004-05 expenditure at (Lakhs) prices 2004-05 prices (Lakhs)
2004-05 52.73 Base year 100.00 52.73 2005-06 57.89 4.12% 104.12 55.60 2006-07 61.50 5.84% 110.20 55.81 2007-08 62.74 6.20% 117.03 53.61 2008-09 73.99 9.10% 127.68 57.95 2009-10 79.05 12.37% 143.48 55.10 2010-11 79.26 10.45% 158.47 50.01 2011-12 81.31 8.39% 171.77 47.34 2012-13 85.68 10.44% 189.70 45.17 2013-14 97.14 9.68% 208.06 46.69
Expenditure/service after discounting inflation (Rs in lakhs) 120.00
100.00 97.14 81.31 79.05 79.26 85.68 80.00 73.99 61.50 53.61 60.00 52.73 57.89 52.73 62.74 57.95 47.34 55.60 55.81 55.10 46.69 40.00 50.01 45.17
20.00 0.00
Actual Discounted at 2004-05 prices
(c) Abnormal increase in electricity tariff for traction
MSEDCL had increased more than 50% tariff of electricity and is presently charging exorbitantly high tariff for electricity at Rs. 8.46 per unit which is highest in India. With the introduction of new EMU rakes with 3-phase technology and regenerative braking there is 30 to 35% energy saving. As a result, the total energy consumption in the system has remained almost the same even after running almost 35% extra services. However, the energy bill has gone up by almost 50% in the last 5-6 years due to steep hike in energy prices. 19 Chapter4: Financial Status of Mumbai Suburban Railway System White paper on Mumbai Suburban Railway System
(d) High inflation
The material costs have gone up substantially during this period on account of high inflation.
4.4 Suburban railway system earnings
4.4.1 The earnings on the Mumbai suburban railway system for the last ten years have grown at an annual compounded growth rate of 4.6%. However, the earning in real terms after discounting for inflation have actually come down as shown in the graph below.
Earnings after discounting inflation (Rs in crores) Year Earnings Inflation % Price index Discounted at 2004-05 earnings at prices 2004-05 prices 2004-05 956.91 Base year 100.00 957 2005-06 993.67 4.12% 104.12 954 2006 -07 1036.26 5.84% 110.20 940 2007-08 1168.13 6.20% 117.03 998 2008-09 1178.69 9.10% 127.68 923 2009-10 1206.54 12.37% 143.48 841 2010-11 1287.01 10.45% 158.47 812 2011-12 1343.98 8.39% 171.77 782 2012-13 1392.28 10.44% 189.70 734 2013-14 1502.98 9.68% 208.06 722
Suburban system earnings (Rs in crores) 1600 1344 1503 1400 1287 1392 1179 1200 1036 1168 1207 957 994 1000 957 998 954 940 923 841 800 812 782 734 722 600 400 200 0
Actual Discounted at 2004-05 prices
20 Chapter4: Financial Status of Mumbai Suburban Railway System White paper on Mumbai Suburban Railway System
4.4.2 This is despite an increase of 26% in passenger carried and 40% in passenger kilometers in the system and the average trip length having gone up from 29.54 Km to 32.77 Km. The reasons for the same are as under:
(1) Suburban railway fares have not kept pace with the inflationary trends. There was no passenger fare increase for 10 years between 2002 and 2012. (2) Highly subsidized monthly/quarterly season tickets. (3) Due to telescopic fare structure, increase in average trip length results in lesser increase in the fare yield per passenger kilometer.
4.4.3 The equivalent 12-car services run on the suburban system and the earnings per service for the last 10 years is given in the table below.
Year 12-car Earnings Earnings per Equivalent (In Rs lakhs) service (In Rs lakhs) 2004-05 1736 95690.57 55.12 2005-06 1738 99366.74 57.17 2006-07 1765 103625.5 58.71 2007-08 1831 116812.5 63.80 2008-09 2020 117869.1 58.35 2009-10 2244 120654 53.77 2010-11 2413 128700.7 53.34 2011-12 2464 134398.4 54.54 2012-13 2624 139228 53.06 2013-14 2679 150297.7 56.10
4.4.4 However, in real terms the earnings per service on suburban system has come down from Rs 55.12 lakhs in the year 2004-05 to Rs 26.96 lakhs in 2013-14 at base year i.e. 2004-05 prices.
Earnings/Service after discounting inflation Year Earnings Inflation % Price Discounted per service index at earnings at 2004- (Lakhs) 2004-05 05 prices (Lakhs) prices 2004-05 55.12 Base year 100.00 55.12 2005-06 57.17 4.12% 104.12 54.91 2006-07 58.71 5.84% 110.20 53.28 2007-08 63.80 6.20% 117.03 54.51 2008-09 58.35 9.10% 127.68 45.70 2009-10 53.77 12.37% 143.48 37.47 2010-11 53.34 10.45% 158.47 33.66 2011-12 54.54 8.39% 171.77 31.76 2012-13 53.06 10.44% 189.70 27.97 2013-14 56.10 9.68% 208.06 26.96
21 Chapter4: Financial Status of Mumbai Suburban Railway System White paper on Mumbai Suburban Railway System
Earnings/12-car services (Rs in lakhs)
70.00 58.71 57.17 63.80 60.00 55.12 58.35 53.34 54.54 56.10 54.51 53.77 50.00 55.12 54.91 53.28 53.06 45.70
40.00 37.47 33.66 30.00 31.76 27.97 26.96 20.00 10.00 0.00
Actual Discounted at 2004-05 prices
4.4.5 Total non-fare box revenues during 2013-14 was approx. Rs. 100 crs. on Mumbai Suburban Railway System which is around 6.5% of the total revenues. It is substantially lower than other comparable transit systems where non fare box revenues contribute over 10% of the total revenues.
4.4.6 Non-fare box revenue can be enhanced by integrating station redevelopment and commercial utilization of railway land and airspace in and around stations by having additional capital expenditure and FSI.
4.4.7 Thus there is a challenge to enhance the revenues from the non-fare box such as advertising, station rental etc. so that the revenue generated is utilised in Mumbai Suburban Railway System.
4.4.8 If the present trend continues there is hardly any chance of Mumbai Suburban Railway System ever achieving financial sustainability.
4.5 Analysis of financial results of Mumbai suburban system for 2013-14
4.5.1 The financial results for the Mumbai suburban system for the year 2013-14 have been analyzed and key results are summarized below.
(a) The operating ratio of the system is 172%, i.e. for every rupee collected Rs. 1.72 is spent.
(b) There was a loss of Rs. 1111.80 crores in the suburban system during the year.
(c) The total expenditure was Rs. 2614.77 crore during the year.
22 Chapter4: Financial Status of Mumbai Suburban Railway System White paper on Mumbai Suburban Railway System
Mumbai Suburban Railway System Expenditure 2013-14
Salaries and wages 6%
Pension 20% 35% Energy bill
18% Others (material, contractual payments, etc.)
21% Depreciation and interest
Source: Mumbai Suburban Railway System Costing
(d) The total earnings from the system was Rs 1502.97 crores. The break-up of the earnings is given below.
Sr. No. Category Earnings (Rs. In crores) CR WR Total 1. Second class single journey 376.43 311.75 688.18 ticket 2. Second class season ticket 219.17 216.11 435.28 3. First class single journey 6.59 16.08 22.67 ticket 4. First class season ticket 106.47 147.15 253.62 5. Non-fare box revenue 43.17 60.05 103.22 (stall rentals, advertisements, parking, etc.) Total 751.83 751.14 1502.97
(e) It is important to note that Mumbai suburban system operates on a very low yield, i.e. earnings per passenger kilometer. The yield for different categories for the year 2013-14 has been worked out and is given below.
Sr. Category Yield - earning per No. passenger Km 1. Second class single journey ticket 23.84 paise 2. Second class seasons ticket 7.72 paise 3. First class single journey ticket 230.40 paise 4. First class season ticket 28.30 paise
Average yield overall 14.84 paise
23 Chapter4: Financial Status of Mumbai Suburban Railway System White paper on Mumbai Suburban Railway System
In contrast, the average yield for other modes of public transport in Mumbai is Rs. 2 to Rs. 5 per kilometer.
(f) MUTP surcharge of Rs 269 crores was also collected during the year, which was utilized for repayment of World Bank loan taken for MUTP projects.
(g) Some anomalies have crept into the fare structure, which needs to be rationalized. The fare table on the system as on date is given below.
Second class First Class Fare Fare Distance Trips Trips Slabs in Km Single Single MST QST charged/ MST QST charged/ journey journey MST MST 1 5 5 100 270 20.0 50 340 915 6.8 6 10 5 100 270 20.0 50 340 915 6.8 11 15 10 130 360 13.0 70 485 1320 6.9 16 20 10 130 360 13.0 105 560 1530 5.3 21 25 10 215 589.5 21.5 105 650 1770 6.2 26 30 10 215 589.5 21.5 135 660 1800 4.9 31 35 15 215 589.5 14.3 140 745 2025 5.3 36 40 15 215 589.5 14.3 145 815 2220 5.6 41 45 15 215 589.5 14.3 145 900 2445 6.2 46 50 15 300 820 20.0 160 980 2660 6.1 51 55 15 315 865 21.0 165 1090 2975 6.6 56 60 20 315 865 15.8 170 1170 3185 6.9 61 65 20 315 865 15.8 170 1180 3210 6.9 66 70 20 315 865 15.8 180 1265 3435 7.0 71 75 20 400 1095 20.0 190 1350 3660 7.1 76 80 20 400 1095 20.0 195 1425 3875 7.3 81 85 25 400 1095 16.0 205 1510 4100 7.4 86 90 25 400 1095 16.0 210 1585 4310 7.5 91 95 25 400 1095 16.0 210 1600 4335 7.6 96 100 30 400 1095 13.3 220 1680 4550 7.6 101 105 30 500 1370 16.7 225 1795 4880 8.0 106 110 30 500 1370 16.7 235 1800 4890 7.7 111 115 30 500 1370 16.7 235 1885 5115 8.0 116 120 30 500 1370 16.7 245 1960 5330 8.0 121 125 35 500 1370 14.3 245 1975 5370 8.1
It will be seen that on second class monthly season tickets, the number of trips being charged in different slabs varies from 13 to 21.5. Similarly, on first class it varies only from 4.9 to 8.1. The table below provides the number of trips charged/by various modes of public transport in Mumbai.
24 Chapter4: Financial Status of Mumbai Suburban Railway System White paper on Mumbai Suburban Railway System
Mode of Nos . of trip No. of Trips Validity Transport charged permitted Metro One 22.5 Max 45 30 days BEST 40 -50 Unlimited 30 days Suburban 13-22 Unlimited Monthly, (Second Class) Quarterly, Yearly Suburban 4.9-8.1 Unlimited Monthly, (First Class) Quarterly, Yearly
Therefore, there is a need to rationalize the number of trips charged for season tickets on suburban system.
4.6 Even after rationalization of trips charged per season tickets, there would be a gap between earnings and expenses on suburban system. Therefore, there is a need to review basic fares in the Mumbai suburban system charged to commuters. While undertaking such a review, the following factors about affordability should be kept in mind.
4.6.1 The per capita income of Mumbai city has grown over three times between 2005-06 and 2011-12, indicating improved affordability.
4.6.2 The spending on widely used second class monthly season ticket is far below the affordability index of 5% to 10% of the monthly total income.
4.6.3 With respect to origin and destination of daily commuting, a commuter pays just 25% of the total cost incurred to cover 90% of the distance by suburban railway. For the balance 10% distance of the journey, the commuter is paying three times more than what he is paying to suburban railway.
4.6.4 A comparison of fares in the lowest slab for various modes of public transport in MMR is given in the table below.
Mode of Fare for Max KM Yield Transport lowest slab (Fare/KM) BEST Rs. 8 2 Rs. 4 TMT Rs. 7 2 Rs. 3.5 NMMT Rs. 6 2 Rs. 3 Monorail Rs. 5 3 Rs. 1.67 Mumbai Metro Rs. 10 2 Rs. 5 One Suburban Rs. 5 10 Rs. 0.50 Railway
25 Chapter4: Financial Status of Mumbai Suburban Railway System White paper on Mumbai Suburban Railway System
4.7 To take care that such a situation does not arise in future, the following measures may be considered:
• Fares on suburban railway system should be based on certain principles such as fares of other modes of public transport in the city, inflationary trend, affordability of commuters etc. • About 50% suburban railway trips are for work purpose; therefore, the employers should provide the season tickets to all their employees. As a result most of the employees will be insensitive to any fare revision. • The fare revision in Mumbai suburban system has always been a sensitive issue, an independent Suburban Rail Tariff Authority may be set up to advice on fixing of fares and empowered to enforce the tariff once decided in a transparent manner and after due consultation with various stakeholders.
Summary
(1) Financial losses in Mumbai suburban railway system have increased more than three times in the last five years. The loss during the year 2014-15 is likely to be Rs. 1400 crores. (2) In real terms (after discounting inflation) the expenses per twelve car service has come down from Rs. 52.73 lakhs to Rs. 46.69, while the revenue has come down from Rs. 55.12 lakhs to Rs. 26.96 lakhs during last 10 years. (3) The passenger fares charged on Mumbai suburban railway system is extremely low compared to other modes of public transport. (4) There is need for rationalizing the fare structure to bridge the gap between revenue and expenses. How? (5) How to maximize non-fare box revenues?
26 Chapter4: Financial Status of Mumbai Suburban Railway System White paper on Mumbai Suburban Railway System
Chapter 5 : Way Ahead
5.1 The suburban railway system requires massive inputs to ease the congestion particularly during the peak hours, improving quality of services, enhanced reliability and safety. A paradigm shift in approach is required to upgrade the system at least double its existing capacity in a planned manner in next 15 years.
5.1.1 Capacity Enhancement
A Comprehensive Transport Study (CTS) for multi modal transport requirement in MMR was carried out by MMRDA in 2008 where suburban railway corridors costing over Rs. 31,000 Cr at 2005 price were identified.
After interaction with various stakeholders such as Zonal Railways, GoM, MMRDA, CIDCO, passenger associations, suggestion received from public and study by MRVC, plan for suburban rail transport system for MMR for the new/ augmenting existing corridors for next 15 years has been identified and categorised as -
° New Suburban Railway corridors
The proposed new suburban railway corridors are either along the non- suburban corridors or new alignment for suburban services.
° Augmentation of existing corridors
These are proposed additional corridors along the existing suburban corridor.
° Improved Signalling System to reduce headway
Communication Based Train Control (CBTC) system is the most cost effective solution for improving headway. The headway, which is currently between 3 to 4 minutes, can be reduced to around 2 minutes by introduction of CBTC.
27 Chapter 5: Way Ahead White paper on Mumbai Suburban Railway System
The plan for capacity enhancement has been prioritised as below –
(A) Priority - I (Rs. in crores) Sr. Name of Corridor RKM Estimated No. Cost* New Suburban Corridors 1 Premium Elevated Corridors between Andheri - 38 7020 Virar 2 Fast elevated corridor between CSTM - Panvel & 55 (CST- 10000 connecting Navi Mumbai International Airport Panvel & (NMIA) NMIA) 3 New Suburban Corridor on Virar-Vasai-Panvel 72.2 5572 section Augmentation of existing corridors 1 3rd and 4 th Lines Kalyan-Kasara on C.Rly 67 2810 Improved Signalling System 1 Communication Based Train Control (CBTC) 50 1800 System on Harbour line (cost including conventional rolling stock for additional services) Total 27202
(B) Priority - II (Rs. in crores) Sr. Name of Corridor RKM Estimated No. Total Cost* New Suburban Corridors 1 New Suburban Corridor on Panvel-Pen-Jite -Alibag 66.3 4115 2 Premium Elevated Corridor between Kurla- Thane- 31 6000 Bhivandi Augmentation of existing corridors 1 3rd and 4th Lines Kalyan -Badlapur -Karjat on C.Rly 67 2810 2 5th & 6th additional lines between Borivali-Virar on 50 1800 W.Rly Improved Signalling System 1 Communication Based Train Control (CBTC) System 150 5000 on slow corridors of main lines of CR & WR (cost including conventional rolling stock for additional services) 2 Communication Based Train Control (CBTC) System 150 4200 on fast corridors of main lines of CR & WR (cost including conventional rolling stock for additional services) Total 23925
28 Chapter 5: Way Ahead White paper on Mumbai Suburban Railway System
To upgrade/strengthen the existing infrastructure, upgradation of maintenance facilities, safety and reliability, around Rs. 5,000 crores will be required.
It is mentioned here that cost of conventional rolling stock (Non air-conditioned) has been considered in the above proposals except for corridors of premium services.
5.2 Improvements in Quality of Services
5.2.1 Introduction of Air-conditioned services -
There is continuous demand for introduction of air-conditioned services on the suburban system to provide comfort and improve the quality of service. This can be implemented as per the following options:
(i) Introduction of two air-conditioned EMU coaches in each rake (ii) Introduction of fully Air conditioned EMU rakes in future
Introduction of fully air-conditioned rake in the existing fleet will result in extra waiting time at stations for commuters wanting to travel in normal rakes. This may also cause problems when such commuters try to get into AC coaches. Therefore, gradual induction of few coaches in each rake will be a preferred option.
It is estimated that the holding of rolling stock after 15 years will be approximately 500 twelve-car rakes or 6000 Coaches. The introduction of air conditioned coaches will require additional investment of Rs. 3 cores per coach. The tariff of such services should be that it is commensurate with additional investments and operating expenses.
5.2.2 Station Redevelopment
There are total 119 stations on Mumbai Suburban Railway System. Most of the stations are more than 80 years old and have become highly congested. There is space constraint at the platforms of most stations which hinders smooth flow of passengers. Over a period of time, offices, tea/refreshment/book stalls, ATMs, toilets, drinking water facilities, landing of Foot Over Bridges (FOBs) etc. have been added on the platforms thus restricting the space for smooth flow of passengers. Therefore all the suburban stations need to be redeveloped and upgraded. This has already been discussed in Chapter 3.
5.3 Capital Investment
Total capital investment of approx Rs. 55,000 cores will be required in next 15 years if all the proposals brought out above are considered. In addition, Rs. 5000 to 20,000 crores will be required for introduction of air-conditioned services depending on the level of intervention. Tapping the huge capital required for sustainable and quality suburban railway transport in the city is a challenge.
29 Chapter 5: Way Ahead White paper on Mumbai Suburban Railway System
At present, the current liability of MoR and GoM towards already sanctioned works in MUTP is around Rs. 4500 crores each in next 6 years. In addition, the surcharge being collected on suburban tickets will be consumed upto 2035 for the repayment of the World Bank loans already sanctioned and proposed (MUTP 3). Hence, there is need to tap the following additional sources for capital expenditure for other suburban rail projects:
5.3.1 Public-Private Partnership(PPP)/Foreign Direct Investment (FDI)
• Premium corridors such as Andheri-Virar, Mumbai CST–Panvel, Kurla- Thane-Bhiwandi corridor on PPP/FDI.
• Station Redevelopment along with SATIS on PPP by inviting the proposals from private players for the suburban stations.
• FDI/PPP to be encouraged in the advance technology such as Communication Based Train Control System (CBTC) etc.
• Wet/dry leasing of EMU Rakes
5.3.2 Financial Support from End Beneficiaries
The augmentation/expansion of suburban railway system always results in the economic development of the area. The main beneficiaries of the suburban railway system are employers, corporates, developers, builders, local municipal bodies, State Government etc. There is need to develop a mechanism for getting the finances from such beneficiaries as follows -
• A development/betterment cess through property transaction/taxes in the influence zone of one km radius of suburban railway network. • The employers are the end beneficiaries of suburban railway system, therefore they should also contribute towards improvement of suburban railway infrastructure.
5.3.3 Commercial Development of Railway Land and Air space
Real Estate development is one of the dominant sources of non-fare box revenues for successful transit systems across the globe. For successful monetization of land, the implementation of the same can be through -
‹ Collaboration with the State and Local Governments for mutual benefit as well as to benefit the city as a whole. ‹ Engaging private sector constructively to build mutual confidence and trust From the initial stage itself ‹ Developing capability, resources and flexible commercial models for better value capture (joint development, revenue share model, self development, etc.), i.e. beyond the role of just contract management. ‹ Necessary regulatory changes to ease the process and mitigate the delay in the process
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5.3.4 CSR funds for Social issues
A large nos. of companies registered in Mumbai who are also the end beneficiaries, should provide a part of CSR fund for improvement of suburban system. Therefore, provisions should be made in the Companies Act to include investments for improvement to suburban system in Mumbai as part of CSR activity.
Summary
(1) Capital investment of Rs. 55,000-70,000 crores required for the augmentation/expansion plan over next 15 years. (2) How to generate this level of capital investment? (3) Is there need for air-conditioned services on the existing suburban lines? If yes, how?
31 Chapter 5: Way Ahead White paper on Mumbai Suburban Railway System
Chapter 6 : Conclusion
6.1 Mumbai being a linear city is predominantly depended on the Suburban railway services for its travel needs. In fact, till mid 1970s, a highly efficient public transport system was the enabler for the exponential growth of the city. Central and Western Railways are doing an excellent job in carrying almost 8 million commuters everyday within the available resources and constraints. However, their best efforts are unable to match the burgeoning demand and commuter expectations.
6.2 Suburban system upgradation and improvement poses a severe financial challenge as the Mumbai Suburban system is already making a loss of more than Rs.1100 crores per year. Any further expansion of the system or increase in services will add to the existing burden. Conventional methods of financing and operating the system may not be enough to meet the expectations of commuters in future. Therefore, innovative schemes for improving the system have to be evolved to provide a strategy for all round improvement of the Suburban system involving resources from various stakeholders and beneficiaries.
6.3 This paper is an honest attempt to assess the existing situation of Mumbai Suburban Railway System from the perspective of various stakeholders. It is not a mere status document but also provides the way ahead for Mumbai Suburban Railway system as well. Suggestions, comments and observations are invited from all the stakeholders to enable us to provide modern, efficient, safe, reliable and sustainable suburban railway system in Mumbai.
32 Chapter 6: Conclusion