THE METRO MAN OF MUMBAI
In the transformative journey of Mumbai’s infrastructure, few names shine as brightly as SVR Srinivas, the man who spearheaded the expansion of the city’s Metro network, reshaped transport integration, and brought in a new wave of planning-driven urban renewal. As the former Metropolitan Commissioner of MMRDA, Srinivas didn’t just lead projects—he rewired the system to deliver future-ready solutions.
In this exclusive conversation, Srinivas breaks down the nuances of Metro funding, infrastructure challenges, the revolutionary Trans Harbour Link, and why timing—not just capital—is key to transforming Mumbai.
BY TITTO EAPEN
Funding the Future
A major misconception is that delays and funding are interlinked. That’s not always the case. The initial delays we saw were technical or execution related—some of which could’ve been avoided with better planning. Later, Covid-19 disrupted timelines, but the most significant and persistent challenge remains land acquisition.
We must remember: Mumbai is a city that can’t stop. It’s densely populated, and even something as simple as crossing a railway track for a project becomes a logistical maze. Take Line-7 for instance—just to build one staircase at Virar station, 75 families and commercial units had to be rehabilitated. Multiply that across 18-19 stations and you’ll understand the scale. These aren’t just evictions—these are people with livelihoods. We provide alternate accommodations first, not just compensation, because that’s what urban justice demands today.
The Gamechanger
Post-Covid Mumbai has bounced back. But it’s not just about footfall. It’s about saving time, improving productivity, and offering predictable mobility.
Unlike autos, locals, or buses, the Metro brings certainty. And when citizens know they’ll reach work in 45 minutes, it boosts quality of life. We value time at MMRDA. That’s why multi-modal integration is critical. We’ve partnered with BEST to restructure routes. Bus stands are being built within 15 metres of Metro stations. Last-mile connectivity will also include Intermediate Public Transport (IPT). This level of planning is already underway.
Trans Harbour Link: Mumbai’s 100-Year Leap
The original plan of Mumbai Trans Harbour Link (MTHL) included a Metro corridor integrated into the bridge structure. The idea was to connect Mumbai with Navi Mumbai via Metro, creating a seamless mass transit experience that could serve lakhs of commuters daily. We wanted the Metro to run from Acharya Dhonde Marg near Worli, going underground till Sewri, and then onto the sea bridge—all the way to Ulwe and Navi Mumbai Airport. It would have been a historic first for India: a sea bridge carrying both cars and a Metro.
But as we progressed with the project and got into the structural specifics, technical feasibility became a serious concern. You see, running a Metro on a sea link of that magnitude isn’t a plug-and-play idea. The bridge must be designed to bear heavy dynamic loads and absorb vibrations from both vehicular and rail traffic. It must also meet stringent seismic and wind resistance requirements, especially in a coastal zone.
We brought in COWI, an international consulting firm, to assess the possibility. Their feedback made it clear: retrofitting a Metro onto the existing structure—or even partially modifying it mid-way—would pose significant engineering and long-term safety challenges. It would also mean massive cost escalations and delay the bridge’s primary goal, which was to connect Mumbai with the mainland efficiently by road.
So yes, we had to drop the Metro plan on the MTHL in its current phase. It was a hard decision, but it was the right one at that time.
“Wadala Is Not Just a Location—It’s Mumbai’s Next Leap”
When I was at MMRDA, one of the most exciting opportunities we worked on was the reimagination of Wadala—a location many overlooked, but one that holds the potential to become Mumbai’s next growth epicentre. Originally, this 122-hectare land parcel was reserved for a truck terminus. That made sense in a different era of logistics. But as Mumbai evolved into a global economic hub, we knew this centrally located, well-connected, and ecologically clear land could be put to much more impactful use. So we envisioned something bolder: Mumbai’s third Central Business District (CBD).
We weren’t trying to replicate BKC or Nariman Point. Our goal was to create a next-generation business ecosystem—a hub built around transit-oriented development (TOD), mixed-use planning, and future-proof infrastructure. Wadala is perfectly placed at the intersection of road, rail, and multiple upcoming Metro lines. It can offer what no other CBD in Mumbai currently does: scalability, sustainability, and seamless mobility.
This isn’t just about offices. It’s about integrating commerce with urban life—housing, retail, open spaces, culture, and clean infrastructure all stitched together. Wadala has the right ingredients to attract not just corporates, but also startups, tech innovators, and institutions. And most importantly, it gives Mumbai room to grow, at a time when most of the city’s land bank is drying up.
A Vision Beyond 2030
In the next 2–3 years, Mumbai will undergo a massive transformation. By 2030, we expect 80–90% of the city’s infrastructure plan—including multi modal corridors, Line-3, Line-4, and the Alibag-Virar route—to be complete. This will unlock unprecedented growth.
MMRDA was also finalizing new Greenfield Metro lines, like Line-8 to Navi Mumbai Airport, and working on depot solutions for Lines 3, 4, 5, 7, and 9. Even the long-stuck Metro Bhavan project is back on the table with land now acquired in Dahisar.
