FPJ Interview: Dr Sanjay Mukherjee On MMRDA's Mega Infra Push, Metro Progress And Urban Future Of Mumbai (Video)

Dr. Sanjay Mukherjee, Metropolitan Commissioner of MMRDA, is one of the most dynamic IAS officers of the Maharashtra cadre. He is the man behind the massive transformation that is taking place in the Mumbai Metropolitan Region (MMR). Recently he visited the office of FPJ for a frank  dialogue about MMRDA's transformative projects like the Mumbai Metro network, the Mumbai Trans Harbour Link, and new urban townships.
He shares insights on the region’s infrastructure journey, challenges faced, and what lies ahead.

Excerpts from the interview:

MMRDA is currently executing multiple mega infrastructure projects, especially Metro corridors and elevated roadways, many of which are nearing final stages. Some segments are also planned for partial commissioning soon. Could you give us a brief overview ?

Certainly. MMRDA has evolved into one of the largest infrastructure planning and implementation agencies in the country, if not globally. Our work spans seven major verticals, and at the heart of all this lies planning our foundational and most critical function.

We were set up in 1974 with the goal of preparing a regional development plan for the Mumbai Metropolitan Region (MMR). That early vision laid the groundwork for iconic developments like the BKC (Bandra-Kurla Complex), which was conceived as the second central business district of Mumbai. Since then, MMRDA has not only planned but also executed several integrated townships like Oshiwara and the upcoming Navi Mumbai New Town, which will span 349 sq. km and serve as the Third Mumbai after Mumbai and Navi Mumbai.

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Coming to ongoing infrastructure, our metro network is the largest ever attempted in India, with 377 km under planning and execution significantly more than Delhi’s 161 km which was built over time. These include lines at various stages, with some ready for commissioning and others undergoing final safety checks. A major breakthrough was resolving the land acquisition and depot issues, especially for key lines like Metro 2A, 7, and 5. Through sustained coordination with various agencies and local bodies, we managed to overcome significant logistical and legal hurdles, including depot land approvals that were once serious bottlenecks.

On the roads and bridges front, we’ve completed mega-projects like the Mumbai Trans Harbour Link (MTHL), and are close to opening projects like the SCLR Extension and the upcoming Orange Gate Tunnel funded without central government support.

Importantly, since 2009, MMRDA was also empowered to build and maintain city roads, which expanded our scope massively. Today, our engineering and project implementation capacity rivals that of any infrastructure agency globally.

In addition to physical infrastructure, we have made significant progress on economic planning. We collaborated with NITI Aayog to prepare an Economic Master Plan for Maharashtra. This includes 7 key growth drivers, 8 policy shifts, and 31 major projects, each evaluated based on job creation and GDP impact a data-driven approach that aligns with modern urban economics.

And because MMRDA doesn't get recurring revenue like property tax, we’ve had to innovate in financing. In 2024 alone, we raised over Rs 1.35 lakh crore, with structured funding models that draw heavily from both domestic and global markets.

So, while we are known today for metro and road projects, at our core, MMRDA is and remains a planning-first organisation shaping the future of Mumbai and its metropolitan region with a long-term, integrated vision.

Metro projects often face delays due to land acquisition issues, particularly for depot construction which is critical to operations. Could you shed light on the status of depot-related challenges, including contentious sites like Mogharpada, Dongri, and Kanjurmarg? Also, how is MMRDA addressing environmental and operational concerns in these contexts?

Yes, depots are the backbone of any metro operation without them, rakes can’t be serviced or stabled, which directly impacts commissioning. Over the last year, we’ve made significant progress on this front.

One of the major breakthroughs was at Mogharpada, which had been a long-standing issue due to land disputes and local resistance. We’ve now secured full possession of that land, and work has commenced. The same goes for Dongri, where possession was another major challenge that's now resolved as well.

Kanjurmarg, however, continues to be a complex case. It's entangled in legal and jurisdictional issues, and while we're exploring solutions, it's likely to remain tough in the near term. In the meantime, we’ve adapted and one of the key innovations has been the use of rescue sidings.

These sidings allow partial operations to begin even in the absence of a fully functional depot. Modern metro trains are designed to be low-maintenance and can be serviced in open conditions if necessary a practice commonly seen in cities like London. So, this flexibility has helped us keep timelines on track.

We’ve also completed the Mandale depot, which is now ready and will soon be inaugurated by the Chief Minister. This facility is crucial for the Western corridor and will significantly enhance operational readiness.

As for environmental concerns especially regarding tree cutting and carbon footprint it’s important to understand that the Metro's long-term environmental impact is overwhelmingly positive. All stations are green-certified, and the reduction in vehicle idling and congestion will drastically cut emissions. Regarding tree plantation, we are committed to transplanting wherever feasible and compensatory plantation is being done though admittedly, land scarcity in Mumbai poses challenges. We are also exploring urban greening alternatives in available spaces.

With nearly 20 kilometers of new Metro lines expected to become operational by the end of this year or early next year, how is MMRDA addressing the issue of last-mile connectivity, which often remains an afterthought in many urban transport projects?

That’s a very relevant question — and one that we’ve been consciously addressing. In earlier phases, especially during the rollout of Metro Lines 2A and 7, the policy was to complete the metro infrastructure first and then take up last-mile connectivity. But we’ve realized that this sequential approach has limitations.

So now, we’ve revised our strategy — for the newer corridors, last-mile planning is being done in parallel with metro construction. A meeting chaired by the Chief Secretary recently reviewed this, and a clear direction was given: both elements must move together.

Our job as MMRDA is to provide the physical infrastructure — things like footpaths, skywalks, cycle tracks, and designated auto/taxi bays — within the space available near stations. However, urban space in Mumbai is extremely constrained, so coordination with local bodies like the BMC and traffic police is critical.

We’ve already shared detailed plans with the relevant agencies, and they’re now working on operational elements like feeder bus routes, auto rickshaw integration, and signage.

Also, we are exploring auto-rickshaw integration hubs within metro premises wherever feasible. Of course, it’s not always possible due to space constraints, but wherever space exists and local authorities cooperate, we are ensuring it happens. The idea is to avoid a situation where the commuter is left stranded after a metro ride.

So yes, the last-mile is no longer the last priority — it’s part of the main planning process now.

BKC was originally envisioned as a pedestrian-friendly and walkable business district. However, we've seen some challenges for example, cycle tracks that are underused, and increasing congestion. What is MMRDA doing to address these issues and ensure the original vision of BKC as a well-integrated urban zone is realized?

You’re absolutely right BKC was designed with walkability in mind, and we’re now taking a hard look at how to bring that original vision back on track.

Take the cycle track for example we created it with the best intentions, but in reality, it’s barely used. It has become neither a viable cycling lane nor a pedestrian path.

Another issue is that over time, buildings in BKC started putting up compound walls, especially after the 26/11 incident due to security concerns. That has severely affected the free pedestrian flow the area was originally planned for. We are now actively requesting stakeholders to remove these barriers while it’s voluntary for existing buildings, we’ve made it a policy that no new developments will be granted such permissions. The idea is that once you step out of your office, you should be able to walk freely across the business district without navigating walls and dead ends.

We’re also working to improve integration with public transport. With upcoming Metro connectivity, especially via FOBs (Foot Over Bridges), places like Diamond Bourse and nearby malls will be directly connected easing pressure on roads and encouraging non-motorised movement.