INTRODUCTION

• IN DEVELOPING COUNTRIES LIKE INDIA, THE TRANSPORT INFRASTRUCTURE IS

LIMITED AND POORLY MAINTAINED. THERE IS SIGNIFICANT INCREASE IN
PRIVATE VEHICLE OWNERSHIP BECAUSE OF INDIA’S GROWING ECONOMY AND
MAJOR ADVANCEMENTS IN VEHICLE AFFORDABILITY. THE DEMAND FOR
VEHICLE TRANSPORT IS SIGNIFICANTLY HIGHER THAN THE AVAILABLE ROAD
CAPACITY, RESULTING IN SEVERE CONGESTION WITH ITS DETRIMENTAL SOCIO-
ECONOMIC AND ENVIRONMENTAL IMPACTS. THIS NECESSITATES THE NEED FOR
SHIFT FROM PRIVATE VEHICLES TO PUBLIC TRANSPORT.
 OBJECTIVES
• 1. TO STUDY THE CURRENT LAND USE AND POLICIES FOR TRANSIT INFLUENCE
AREA (TIA) ALONG LINE-I OF MUMBAI METRO
• 2. TO SUGGEST THE CHANGES IN LAND USE AND ITS POLICIES TO INCREASE THE
DENSITY WITHIN TIA
• 3. TO DEVELOP A METHODOLOGY AND IMPLEMENT THE SAME TO STUDY THE
CHANGES IN MODE CHOICE BEHAVIOR DUE TO CHANGES IN LAND USE AND
DENSITY
• 4. TO ANALYZE THE EFFECT OF TOD ON METRO RIDERSHIP AS WELL AS ON
METRO SERVICES PLANNED
• 5. TO CARRY OUT FINANCIAL FEASIBILITY ANALYSIS FOR IMPLEMENTING TOD
ULTIMATELY, THE ABOVE OBJECTIVES ARE AIMED TO ANALYSE THE SUITABILITY
OF TOD AS A TOOL OF SUSTAINABLE DEVELOPMENT FOR INDIAN CITIES.
METHODOLOGY
 STUDY AREA DELINEATION

• MUMBAI (FIGURE 2(A)) CURRENTLY HAS AN EXTENSIVE COMMUTER RAIL SYSTEM. SUBURBAN
RAILWAY SYSTEM (OR LOCAL TRAIN) PROVIDES NORTH-SOUTH CONNECTIVITY FOR THE CITY.
HOWEVER, IT IS NOT BUILT TO RAPID TRANSIT SPECIFICATIONS.
• . IN JANUARY 2004, MUMBAI METROPOLITAN REGIONAL DEVELOPMENT AUTHORITY UNVEILED
MASTER TRANSIT PLAN, INCLUDING 146 KM METRO. OUT OF THIS NETWORK, MUMBAI METRO
LINE-I ALSO REFERRED AS METRO-I OR VERSOVA-ANDHERI-GHATKOPAR (VAG) CORRIDOR HAS
ALREADY COMMENCED ON 8THJUNE 2014. THIS 11.40 KM LINE IS FULLY ELEVATED, AND
CONSISTS OF 12 STATIONS. THIS METRO LINE CONNECTS TWO SUBURBAN RAILWAY LINES
RUNNING PARALLEL TO EACH OTHER (NORTH-SOUTH) AT GHATKOPAR AND ANDHERI,
IMPROVING EAST-WEST CONNECTIVITY, WHICH IS DEMONSTRATED IN FIGURE 2(B) BELOW.