Mumbai Trams & now Bicycles becomes History

May 16, 2025

Many news articles related to the dismantling of the BKC Bicycle track by Lokmat, Urban Acres, Hindustan Times, the Times of India etc,  over the past three days have caught my attention.  While we are sad and disappointed , we present our views for the education of the Indian masses. 

Background: Events related to the BKC Bicycle Tracks

The prestigious Bandra-Kurla Complex (BKC),  spanning 370 hectares, one of Mumbai’s busiest commercial hubs. accommodates approximately 2 lakh employees and nearly 4 lakh visitors daily.

Bicycle tracks of length 9.9 kilometres were constructed by Mumbai Meteropolitan Region Development Authority (MMRDA) at BKC in Mumbai in the year 2011. They were refurbished in the year 2021 and MMRDA has spent Rs. 60 Crores on it.  

The bicycle track so far has been under-utilised, is considered to be an elegant piece of infrastructure for 'show rather than utility', and MMRDA appears to be having no clue on how to improve its utilisation. The bicycling groups and associations say that there is poor connectivity from the residence complexes and also from the nearby train stations - hence, that it is a 'last-mile' connectivity problem.  

The closure of the Sion bridge in August 2024 for an estimated duration of two years, to lay two new railway tracks,  has exacerbated the traffic woes. A significant volume of vehicles including heavy trucks therefore, got diverted to the Bandra Kurla Link Road. While the BKC's internal roads were designed for smaller vehicles, the diversion has led to increased congestion. In the stretch between Kalanagar and the Diamond Bourse, the traffic problem has got escalated.

In order to reduce the congestion,  travel time and waiting time, MMRDA plans to convert underutilised bicycle tracks into motor vehicle lanes at a cost of Rs. 25 crores. The tracks will be converted and increased to 3 + 3 from the existing 2 + 2, to offer a 50% increase in traffic capacity. 

MMRDA expects that with the proposed solutions, the peak-hour travel time would reduce from 25 minutes to 15 minutes, representing a 40% reduction in travel time. Moreover, the average waiting time at signals or bottlenecks is expected to decrease by 30%, from 10 minutes to 7 minutes. The 30% reduction in waiting time means a corresponding reduction in idling time and, hence, carbon emissions. As per MMRDA's calculations, a petrol-run car emitting approximately 170 grams of CO₂ per kilometer, and considering a 2.3 km effective time-distance saving at an average speed of 40 km/h, CO₂ emissions during waiting time are expected to drop by 30%—from 1,133 grams to 793 grams per vehicle. 

Would  CO₂ emissions really drop if the BKC bicycle track is converted into a Car Lane? 

Our Analysis:

Killing India's Future Dreams

The Sion bridge closure is temporary and is expected to become open to traffic by August 2026. The traffic would no longer be diverted to the Bandra-Kurla Link Road then. The major question that arises is : Will MMRDA consider reconstructing the Bicycle Track after August 2026? The answer is a resounding 'NO'!  

Let us walk into the future - year 2050. This is what the analysts would say then: 'prior to 2025, Mumbai had a beautiful bicycle track at Bandra-Kurla Complex. Due to incomplete plans, the bicycle track was underutilized and hence dismantled.
In the year 2050, we see bicycle as an efficient and sustainable mode of transport in all countries around the world except for India'
We will then attribute the lack of bicycle infrastructure in India in the year 2050 to the dismantling of the BKC bicycle track infrastructure.   

With no bicycle infrastructure, all sustainable development activities related to bicycling take a hit. Development of energy frugal micro-transport vehicles such as bicycles, tricycles and quadricycles and startups working on sustainable transport take a hit.  India will again lag behind in sustainable transport in the next three decades. 

Learning from Loss of Key Infrastructure 

SCL Story: From the 3rd article below, we can see that, today,  India realises the importance of having its own semiconductor industry. Why has it taken so long for India to wake up? The answer is the devastating fire in the year 1989 at Semiconductor Complex Limited (SCL) located in Mohali. It was a key factor that significantly hampered India's semiconductor development and hindered India's potential to become the global leader in the field. 

Mumbai Trams:  Prior to 1964, Mumbai had a strong Tram network. Dadar TT was named after the Tram Terminus. All over the world, today, we see Trams as an efficient and sustainable mode of public transport. However, even in the year 2025, in Mumbai, and hence in India, we do not have Trams, since the Tram infrastructure of Mumbai was dismantled in the year 1964. 

Our Analysis:

MMRDA is responsible for the Killing the Multi-modal - Public Transport  & Bicycle Model

The MMRDA, chaired by the Chief Minister of Maharashtra who is also the Minister of Urban Development  is responsible for the development of the Mumbai Metro as well as the BKC Bicycle Track. On one hand for the metro, coaches / rakes were supplied by the private companies such as Alstom. BEML, etc.. On the other hand, bicycles were not supplied by any company. Why the difference.  The answer is simple. 

The cost of a metro coach is very expensive, approx.  Rs. 8 Crores and a single complete metro train (a rake of coaches) say with 9 coaches costs Rs. 72 Crores. On the other hand,  the cost of bicycles is very low -( Rs. 5000  or) Rs. 0.0005 Crores per bicycle - too low to draw the interest of MMRDA! Imagine 16,000 bicycles for the cost of one coach! Another way to look at it: MMRDA could have purchased an entire metro train rake of 9 coaches if it diverted the cost that it invested in constructing the BKC bicycle track and then dismantling it. 

The MMRDA claims to be aligning its development goals with the United Nation's Sustainable Development Goals, It claims that its Smart BKC initiative aligns with the Smart City Mission, focusing on sustainable urban development,  improving infrastructure, promoting economic growth and enhancing the quality of life in the region. 

The MMRDA has signed a Memorandum of Collaboration (MoC) with Prof. Klaus Schwab, Executive Chairman, the World Economic Forum (WEF) with an aim to advance sustainable urban development and enhance economic growth, projecting MMR's GDP contribution to reach INR 300 billion by 2030. The MoC aimed to enhance livability and sustainability by supporting the state's climate goals of achieving near net-zero emissions by 2047. Key focus areas included public transportation, affordable housing, logistics, green infrastructure, and the integration of AI investments. 

Isn't the dismantling of the BKC Bicycle Track inconsistent with the MoC of WEF and the United Nation's SDGs mentioned above?

Reasons for the Failure of MMRDA's  BKC Bicycle Project:

The bicycling enthusiasts attribute the following reasons for the failure of MMRDA's  BKC Bicycle Project:

1. Under-utilization of the track due to 

   1. Lack of connection with nearby railway stations

   2. Inadequate public bike sharing services - a key link for last mile connectivity

2. Limited awareness and incentives in the business district

3. Increased traffic due to diversion of traffic after Sion bridge closure

4. Growing number of private vehicles 

5. Change in people's mindset - bicycling is now seen as a poor man's transport and not a lifestyle choice

Requirements of a Successful  Bicycle Project Implementation:

1. Good Planning

2. Seamless Connectivity

3. Dense network of bicycle trails, lanes, bicycle friendly roads and bicycle dirt roads

4. Public Awareness

5. Community Engagement

6. Traffic Management

7. Supportive Amenities

8. Regular Maintenance

9. Safe Infrastructure

10. Bicycle to Work Schemes

11. Incentives and Tax benefits

12. Parking Spaces and other Bicycling Infrastructure

Multimodality in Transportation, the Green Hierarchy and their Impact

Modal priority in transportation refers to prioritizing one or more modes of transportation (like walking, cycling, transit, or freight) over others when designing or operating transportation systems. This means allocating space, resources, and policies to make these modes more attractive and convenient for travelers. 

Purpose: Modal priority aims to improve the transportation system by making it more efficient, sustainable, and equitable. 

Examples:

Walking and cycling: Prioritizing pedestrian and bicycle infrastructure, such as protected bike lanes, wider sidewalks, and pedestrian-friendly street designs. 

Transit: Implementing bus rapid transit, dedicating transit-only lanes, and improving the frequency and reliability of public transportation. 

Freight: Prioritizing routes and facilities for the efficient movement of goods, such as truck-only lanes or dedicated freight hubs. 

How it works:

Design: Streets are designed with specific modes in mind, often with designated lanes or priority crossings for pedestrians and cyclists. 

Operations: Traffic signal timing and other operational strategies can be adjusted to favor certain modes, like giving transit buses preferential treatment at intersections. 

Policy: Policies can be implemented to encourage modal shifts, such as tax incentives for using public transportation or stricter regulations on car emissions. 

Benefits:

• Increased use of alternative modes of transportation, leading to reduced traffic congestion, lower emissions, and improved public health. 

• Enhanced accessibility and equity for people who may not be able to drive, such as seniors, children, and those with disabilities. 

• Improved traffic flow and reduced travel times for all modes of transportation. 

Considerations:

Equity: Ensuring that modal priority does not disproportionately impact certain groups, such as low-income individuals who may rely on driving. 

Feasibility: Balancing the needs of different modes and ensuring that the system is practical and efficient for everyone. 

Community engagement: Involving residents and stakeholders in the planning and implementation of modal priority strategies. 

The green modal priority concept focuses on prioritizing environmentally friendly modes of transportation to reduce the carbon footprint of transportation systems and promote sustainable mobility. It involves shifting away from high-emission modes like individual cars to more sustainable options like public transport, rail, and cycling. 

Here's a more detailed explanation:

1. What is Green Modal Priority?

Focus on Sustainability:

Green modal priority aims to make transportation systems more environmentally friendly by prioritizing modes with lower emissions and energy consumption. 

Modal Shift:

It involves shifting away from modes that rely heavily on fossil fuels, such as individual cars, towards more sustainable alternatives like public transport, rail, and cycling. 

Reducing Emissions:

By promoting modal shift, green modal priority helps reduce greenhouse gas emissions and air pollution, contributing to a cleaner and more sustainable transportation system. 

2. Key Concepts and Examples:

Prioritizing Public Transport:

This includes investing in and improving public transport systems, such as buses, trains, and subways, to make them more attractive and accessible. 

Promoting Active Transportation:

Encouraging cycling and walking through the creation of dedicated bike lanes, pedestrian-friendly infrastructure, and other measures. 

Intermodal Transport:

Integrating different modes of transport to create a seamless and efficient travel experience. 

Green Logistics:

Applying green principles to the logistics and supply chain, including the use of sustainable transportation for goods movement. 

3. Benefits of Green Modal Priority:

• Reduced Emissions: Lowering greenhouse gas emissions and improving air quality. 

• Improved Public Health: Reducing exposure to air pollution and promoting physical activity. 

• Reduced Congestion: Shifting away from individual cars can alleviate traffic congestion. 

• Increased Sustainability: Contributing to a more sustainable and resilient transportation system. 

• Economic Benefits: Creating jobs in the sustainable transportation sector and reducing reliance on fossil fuels. 

Even New York  has bowed down to the Netherland's Multimodal Transit Model

Once upon a time, New York and other cities in the USA, were taking pride in the so called 'American Dream' - Private Car Model with major car manufacturers such as General Motors (GM), and major oil companies supporting them. They were also responsible for influencing other countries with their American Dream model over the past 50 years. 

Today, even the USA have  accepted the defeat of its American Dream Model and have bowed down to the Netherlands' Multimodal - Public Transit or  Trams, Buses and Bicycles Model.  

Take a clue from the glimpses of one of their major cities - New York City below: 

For Reference: 

BKC to lose its bicycle tracks to motorised vehicular traffic

by Shashank Rao, 

HINDUSTAN TIMES

May 12, 2025 07:02 AM IST

MMRDA plans to convert underutilised cycle tracks in BKC into motor vehicle lanes to ease traffic congestion, aiming to reduce travel and waiting times.

MUMBAI: With the ever-increasing traffic congestion in the Bandra-Kurla Complex, MMRDA is looking at possible solutions, one of which is the repurposing of its underutilised cycle tracks into lanes for motorised vehicles. The planning authority has drawn up a proposal in which the tracks will be converted and increased to 3+3 from the present 2+2, with a traffic capacity of 600 to 900 motorised vehicles per lane. Supporting infrastructure such as streetlights, signboards, trees, bus stops and landscaped elements will be relocated to the footpaths.

Mumbai, India - February 20, 2021: Cycle track made for people to ride their bicycles at BKC in Mumbai, India, on Saturday, February 20, 2021. (Photo by Pratik Chorge/Hindustan Times) (Pratik Chorge/HT PHOTO)

The cycle tracks were first introduced in 2011 and refurbished in 2021. An MMRDA official said they would be demolished at a cost of ₹25 crore, for which tenders have been called.

The other arrangement that MMRDA is looking at to streamline internal vehicular movement is a one-way traffic system, expected to significantly enhance traffic flow and reduce bottlenecks. Both the solutions are part of a detailed traffic management plan for BKC prepared by MMRDA, which was presented and approved in a meeting last month.

MMRDA authorities said the present problem stemmed from the shutdown of Sion bridge. “Most of the traffic from there has been diverted to the Bandra-Kurla Link Road,” said an MMRDA official. “While the BKC lanes are designed for smaller vehicles, heavy vehicles such as trucks and multi-capacity transporters are now being routed through this stretch, leading to increased congestion.” The traffic problem escalates between Kalanagar and the Diamond Bourse.

The proposed solutions are expected to reduce peak-hour travel time from 25 minutes to 15 minutes, which represents a 40% reduction in travel time. The average waiting time at signals or bottlenecks will decrease from 10 minutes to seven minutes, a 30% reduction in waiting time.

This reduction in idling time will also lower carbon emissions. Based on a petrol-run car emitting approximately 170 grams of CO₂ per kilometre, and considering a 2.3 km effective time-distance saving at an average speed of 40 km/h, CO₂ emissions during waiting time are expected to drop by 30%—from 1,133 grams to 793 grams per vehicle.

Approximately 200,000 office-goers and 400,000 visitors enter BKC daily, leading to unmanageable traffic, especially during peak hours. “We are enhancing BKC’s infrastructure by expanding roads and implementing a one-way traffic system. These measures will significantly reduce congestion, improve travel time, and make BKC more efficient and accessible for commuters,” said an MMRDA official.

May 16, 2025

Three news articles by Urban Acres over the past three days have caught my attention: 

1.  MMRDA Plans Road Expansion in BKC, by UrbanNews May 13, 2025

The Mumbai Metropolitan Region Development Authority (MMRDA) has announced plans to repurpose underutilized cycle tracks in the Bandra-Kurla Complex (BKC) into vehicular lanes.

This initiative aims to enhance road capacity and streamline traffic flow in one of Mumbai’s busiest commercial hubs. The BKC, spanning 370 hectares, accommodates approximately 2 lakh employees and nearly 4 lakh visitors daily. The recent closure of the Sion bridge has exacerbated traffic woes, diverting a significant volume of vehicles, including heavy trucks, through BKC’s internal roads. The existing infrastructure, originally designed for smaller vehicles, has struggled to cope with this increased load.

MMRDA’s comprehensive traffic management plan includes converting the 2.7-meter-wide cycle tracks into additional vehicular lanes, effectively increasing lane capacity from 2+2 to 3+3 in certain sections. This transformation is projected to accommodate an additional 600 to 900 vehicles per lane, thereby reducing peak-hour travel time by approximately 40%—from 25 minutes to 15 minutes. Moreover, the average waiting time at signals is expected to decrease from 10 minutes to 7 minutes, contributing to a 30% reduction in carbon emissions due to decreased idling. To facilitate this expansion, supporting infrastructure such as streetlights, signboards, bus stops, and landscaped elements will be relocated to the footpaths. Additionally, a one-way traffic system will be implemented on select internal roads within BKC to further alleviate congestion and enhance vehicular movement

The cycle tracks, initially sanctioned in 2011 with construction commencing in 2012, saw about 9 km completed by 2021 at a cost of ₹60 crore. However, these tracks have remained largely underutilized. Critics, including cycling advocates and urban planners, have attributed this to poor alignment, lack of connectivity, and inadequate maintenance. The proposed dismantling of these tracks is estimated to cost ₹25 crore. While the repurposing of cycle tracks aims to provide immediate relief from traffic congestion, it has sparked debates about sustainable urban planning and the importance of non-motorized transport infrastructure. Experts emphasize the need for comprehensive planning that balances the demands of vehicular traffic with the promotion of eco-friendly and equitable transportation options.

MMRDA officials assert that the strategic plan reflects a commitment to maintaining BKC’s role as a financial and commercial epicenter while accommodating its growing footfall and vehicular traffic. By integrating immediate and long-term solutions, the initiative seeks to enhance the efficiency and accessibility of Mumbai’s urban landscape.

2. BKC Road Expansion Plan Unveiled, byUrbanPost  May 15, 2025

The Mumbai Metropolitan Region Development Authority (MMRDA) has put forth a proposal for a significant road expansion project within the bustling Bandra Kurla Complex (BKC) area.

This initiative aims to address the growing vehicular traffic congestion in this crucial business district and enhance overall mobility for commuters and businesses operating within and around BKC. While the immediate focus is on improving traffic flow, the project’s broader implications for sustainable urban development and the creation of a more efficient and potentially greener transportation ecosystem in Mumbai warrant careful consideration. BKC, as a prominent commercial and financial hub, experiences substantial daily vehicular movement, leading to frequent bottlenecks and increased commute times. The proposed road expansion project is likely intended to augment the existing road capacity, potentially through widening existing roads, constructing new arterial routes, or optimising traffic management systems. While such infrastructure enhancements can offer immediate relief from congestion, it is crucial that the planning and execution of this project align with the long-term goals of creating zero net carbon, eco-friendly, and sustainable cities.

A truly forward-thinking road expansion project in a vital area like BKC should integrate principles of sustainable urban mobility. This could involve incorporating dedicated lanes for public transport, including buses and potentially even segregated bus rapid transit (BRT) corridors. Furthermore, the plan should prioritise infrastructure that supports non-motorised transport, such as the creation of safe and accessible pedestrian walkways and dedicated cycling tracks. Encouraging a modal shift towards public and non-motorised transport is essential for reducing reliance on private vehicles, thereby lowering carbon emissions and improving air quality within the business district and the wider city. Moreover, the road expansion project presents an opportunity to integrate green infrastructure elements. This could include the incorporation of permeable pavements to facilitate rainwater harvesting and reduce stormwater runoff, the planting of trees and vegetation along the roadsides to enhance green cover and mitigate the urban heat island effect, and the installation of energy-efficient street lighting. These measures can contribute to making BKC a more environmentally sustainable and liveable urban space.

From an equitable perspective, the road expansion should ensure accessibility for all users, including pedestrians, cyclists, and those using public transport, regardless of age or ability. Well-designed infrastructure that prioritises universal accessibility is crucial for creating a truly inclusive urban environment. Furthermore, the project should consider the needs of all commuters, including those relying on different modes of transport, to ensure a balanced and equitable transportation system. As MMRDA progresses with this proposal, it is vital that a comprehensive environmental and social impact assessment is undertaken. This assessment should not only evaluate the potential benefits of the project in terms of reduced congestion but also thoroughly examine its environmental footprint and social implications. Engaging with urban planners, environmental experts, and the local community will be crucial in ensuring that the final project design aligns with the principles of sustainability and contributes to the long-term vision of a greener and more equitable Mumbai. The expansion of road infrastructure in a key economic zone like BKC offers a significant opportunity to demonstrate how urban development can be aligned with environmental responsibility and social inclusivity, setting a benchmark for future projects in the region.

3. India to Build New Semiconductor Plant in UP, by  UrbanNews

The Union Cabinet has cleared India’s sixth chip manufacturing facility, set to come up in Jewar, Uttar Pradesh

The project, backed by a joint venture between HCL Enterprise and Foxconn, will receive a capital investment of ₹3,706 crore. 

Expected to begin construction within months, the facility will focus on manufacturing display driver chips—critical components for smartphones, laptops, automobiles, and other electronics. With a monthly wafer processing capacity of 20,000, the unit aims to produce around 36 million chips every month once operational by 2027. Government sources said the project aligns with India’s broader push for technological self-reliance and comes at a time when global semiconductor demand continues to surge. The facility will not only reduce India’s dependency on chip imports but also contribute significantly to the Atmanirbhar Bharat mission.

Officials cited the growing ecosystem of semiconductor design and manufacturing in India, with several states working closely with global and domestic design firms. Jewar’s location was chosen for its strategic connectivity and infrastructure, alongside Uttar Pradesh’s aggressive industrial push. The collaboration will tap into HCL’s deep hardware engineering legacy and Foxconn’s global scale in electronics manufacturing. The government believes the fab will be a foundational asset for India’s future in AI, electronics, automotive tech, and digital infrastructure.

By expanding its semiconductor base, India aims to cement its position on the global chipmaking map and ensure long-term supply chain resilience.