Low ridership and connectivity challenges hinder Mumbai’s Metro Line 3, despite its ambitious goals | Representational Image
Mumbai’s long-awaited Metro Line 3 between Aarey Colony and Bandra Kurla Complex (BKC), which began operations on October 7, has seen disappointing ridership numbers in its first three months, raising questions about its role in easing the city’s transport challenges.
While the Mumbai Metro Rail Corporation (MMRC) has yet to disclose detailed ridership data, estimates indicate an average daily usage of around 20,000 passengers.
This figure primarily comprises joyriders rather than daily commuters, a far cry from MMRC’s ambitious projection of 1.3 million daily riders once the entire 33.5-kilometre corridor becomes fully operational.
Phase 1 of the Aqua Line, stretching from Aarey JVLR to BKC, features 10 stations, including key stops at SEEPZ, Marol Naka, Chhatrapati Shivaji Maharaj International Airport (CSMIA) T1 and T2, and Bandra Colony. However, transport experts point to inadequate connectivity as a major deterrent to commuter adoption.
“The stations are not well integrated with key areas,” said a senior transport analyst, speaking anonymously. “Many require a walk of 500 metres or more across congested roads, reducing convenience. Additionally, road and rail linkages from metro stations are insufficient, discouraging use.” High fares further undermine its appeal compared to traditional transport options.
The upcoming extension from BKC to Cuffe Parade is anticipated to boost ridership. Yet, even BKC station, located in the heart of Mumbai’s financial district, necessitates a 20-minute walk from many offices. Compounding the problem, buses operating in the area offer fares as low as Rs 5, with services running every few seconds—an affordable and efficient alternative to metro travel.
Another transport expert AV Shenoy underscored that most Metro 3 stations, except for Marol Naka, are not within easy walking distance of major workplaces. “This segment primarily connects commercial zones. It does not serve the home-to-work commute, which constitutes a large portion of any city’s transport demand,” he said.
Shenoy also highlighted the lack of seamless airport connectivity. “Passengers traveling to or from the airport usually prefer direct transportation due to luggage, making metro usage impractical.”
The absence of robust last-mile connectivity compounds the issue. Most stations lack sufficient BEST bus and auto-rickshaw services, forcing commuters to spend additional time and money to reach metro points. This increases travel costs, making the service unaffordable for lower-income commuters who rely on Mumbai’s cost-effective buses and suburban trains.
According to experts, pricing remains another sticking point. Metro fares, positioned as affordable for middle- and upper-income groups, stand in stark contrast to the city’s cheaper transport alternatives. Higher-income commuters, accustomed to the convenience of door-to-door transport, are less likely to switch from private vehicles.
Limited integration with other transport networks also poses challenges. “Except for Metro Line 1, there are no direct links to other metro routes or suburban railways,” noted Shenoy. Financially, high operating costs—especially electricity expenses—are currently outpacing revenue, prompting concerns that Metro Line 3 could become a financial burden if the current trends persist.
As MMRC reviews commuter feedback and explores potential improvements, experts recommend a multi-pronged strategy to enhance usability. Priorities include better integration with existing transport systems, improved last-mile solutions, and fare structures accessible to all economic segments. Without swift and decisive action, Metro Line 3 risks becoming an underutilized asset rather than a transformative solution for Mumbai’s transit network.