This is an archive article published on February 4, 2024
Building bigger roads doesn’t fix Mumbai’s traffic congestion, says transport analyst Ashok Datar
Ashok Datar of the Mumbai Mobility Forum says shifting parking under flyovers can substantially reduce traffic jams and that without a bus lane, Atal Setu may end up as an investment for the elite.
With Mumbai’s coastal road set to be thrown open this month, transport analyst and economist Ashok Datar of the Mumbai Mobility Forum speaks to The Indian Express on whether building bigger roads is the panacea for Mumbai’s traffic woes, and if enough is being done to augment the city’s public transport system.
Q: The city will soon get a brand-new road in the form of a coastal road. Is building newer and bigger roads the best way of tackling the congestion on the city’s roads.
Ashok Datar: Simply building new roads is a naive answer. Roads need to offer a common mobility solution for cars, buses, autos, taxis, two-wheelers, bicycles and walking. A desirable mix for a city can be worked out based on the type of mobility needs and space availability for roads. There needs to be equitable distribution of road space for all users. Mumbai is one of the most dense cities in the world and its road space is one of the least in absolute and relative terms. There have been studies done globally that show that you can’t build your way out of congestion. The concept is called induced demand, which is economist-speak for [the phenomenon where] increasing the supply of something (like roads) makes people want that thing even more. When roadways are expanded to meet higher capacities of traffic, traffic volumes will rise and congestion will quickly return to similar levels.
Q: Why is designing car-centric infrastructure projects a problem?
Ashok Datar: Mumbai’s road network can accommodate say around 10 lakh cars. The total number of cars on Mumbai’s roads now is around 22 lakh. All vehicles need parking spaces in addition to driving space. The need for parking space for buses, taxis and autos is much less compared to transportation they provide. A bus can run 16 hours and be parked in the depots meant for buses. In a day they carry 1,200 persons. It occupies 40 sq m of space. A taxi occupies 6 sq m of space and carries about 60 persons in a working day. But a private car typically carries 4 to 8 persons in a day. It runs typically two to three hours and is parked for 21/22 hours and requires about 6 sq m of space either on the road or in their [owners’] residences. Today more than five lakh cars are parked on the road for free for 365 days. It leads to increasing congestion. Unfortunately our government has not conducted statistical studies on congestion before assessing the impact of the model which brings more cars on our roads.
Q: The MTHL has over the past month seen substantial traffic flow. Has it helped in streamlining traffic flow on other roads like the Sion-Panvel highway?
Ashok Datar: MMRDA estimates the use of this link at 72,000 vehicles per day. I am doubtful whether this level will be achieved anytime soon. It is partly dependent on the toll amount, Comparative benefits of the toll in terms of saving fuel and time are not so strong to warrant heavy use. Today a lot of traffic is for sightseeing and this will taper down in a month or so. And certainly it will not ease mobility between Mumbai and Navi Mumbai, which should be the primary purpose. It will not materially impact the traffic between Sion and Panvel. But we should calculate the traffic count now on the Sion-Panvel highway and count again after a year and see whether it has decreased or at least not increased on that road. But our authorities don’t seem to believe in mathematical methods to count traffic congestion as we have never done “before –after” traffic counts to measure the effects of a particular link, flyover or new highway. The project appears to be designed for cars from south Mumbai to Pune, via Panvel. This link is not allowing a bus lane, which could make it cheaper and worthwhile for the local population who can’t afford the cars and taxis. Otherwise we have to consider Atal Setu is not an investment for common people – it is for the motoring elite.
Q: Mumbai has one of the highest vehicle densities. Is there a way to address this issue?
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Ashok Datar: There are 22 lakh cars in Greater Mumbai for a population of 2.30 crore. For 2,300 km of road length we have 1,000 cars per km. Their length of 4,500 meters is four times the road length. We have six lakh vehicles that get parked on the road. They are parked on kerb lanes and thus vitally affect the efficiency of buses, which need to have bus stops. This affects their efficiency in terms of speed, carriage of people and economics. A reduced occupancy by half of this kerb parking by shifting parking under the flyovers in the centre can dramatically increase the efficiency and popularity of buses and reduce the traffic jams in a substantial manner. In selective cases, we can widen footpaths to be used by bicycles in a safe manner to rail or metro stations. Through marathons, we have improved our running culture. By making clean, even and functional footpaths, we can increase walking culture and that would be healthy mobility for people of all ages to take care of last-mile connectivity.
Q: You have been a keen proponent of improving public transport. Are the authorities doing the right thing at this point of time in the city?
Ashok Datar: I am sorry to say that very little is being done for 80 per cent non-motoring public. Whether it is the eastern freeway, proposed Thane-Borivali tunnel link or Goregaon-Mulund underground link, all are designed exclusively for cars. The proposed east-west link in south Mumbai between the eastern freeway and Marine Drive will be mostly used by politicians and business elites and for their cars. Provision of an exclusive bus lane on all these links and on Western Express Highway, Eastern Express Highway, Santa Cruz-Chembur Link Road and Jogeshwari-Vikhroli Link Road should have been a must. It would have been easier and cheaper to implement. In Mumbai, a dominant role in public transport is not only desirable from the point of the welfare of all citizens but it is an inevitable solution which is space- and cost-effective. We need to have a transport plan that does not sideline a large population of Mumbai that struggles to make enough to eat.
Zeeshan Shaikh is the Associate Editor who heads The Indian Express' Mumbai reporting team. He is recognized for his highly specialized Expertise in analyzing the complex dynamics of Maharashtra politics and critical minority issues, providing in-depth, nuanced, and Trustworthy reports.
Expertise
Senior Editorial Role: As an Associate Editor leading the Mumbai reporting team, Zeeshan Shaikh holds a position of significant Authority and journalistic responsibility at a leading national newspaper.
Core Specialization: His reporting focuses intensely on two interconnected, high-impact areas:
Maharashtra Politics & Urban Power Structures: Provides deep-dive analyses into political strategies, municipal elections (e.g., BMC polls), the history of alliances (e.g., Shiv Sena's shifting partners), and the changing demographics that influence civic power in Mumbai.
Minority Issues and Socio-Political Trends: Excels in coverage of the Muslim community's representation in power, demographic shifts, socio-economic challenges, and the historical context of sensitive political and cultural issues (e.g., the 'Vande Mataram' debate's roots in the BMC).
Investigative Depth: His articles frequently delve into the historical roots and contemporary consequences of major events, ranging from the rise of extremist groups in specific villages (e.g., Borivali-Padgha) to the long-term collapse of established political parties (e.g., Congress in Mumbai).
Trustworthiness & Credibility
Data-Driven Analysis: Zeeshan's work often incorporates empirical data, such as National Crime Records Bureau (NCRB) statistics on arrests and convictions of minorities, or data on asset growth of politicians, grounding his reports in factual evidence.
Focus on Hinterland Issues: While based in Mumbai, he maintains a wide lens, covering issues affecting the state's hinterlands, including water crises, infrastructure delays, and the plight of marginalized communities (e.g., manual scavengers).
Institutional Affiliation: His senior position at The Indian Express—a publication known for its tradition of rigorous political and investigative journalism—underscores the high level of editorial vetting and Trustworthiness of his reports.
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