The Mumbai Monorail failed by design as it was never meant to carry officegoers or heavy rush, experts said on Wednesday, calling for scrapping India’s only such transport mode and replacing it with a more viable option like bus lanes or a Metro. They also suggested that stranded commuters should seek compensation. Local residents said the sharp curve at the incident site has long been notorious, with monorail trainsets having failed there multiple times.
“Commuters must demand compensation. In Japan, even if a train is late by one minute, the train pilot personally apologises to each passenger, and the rail authority compensates for any loss. Monorail passengers must demand compensation from MMRDA,” commuter activist Musbtaq Ansari said. Officials confirmed the stalled train was carrying 109 tonnes, against its capacity of 104 tonnes. This excess load broke the current collector, led to a power cut, and left over 500 commuters trapped mid-air in suffocating conditions. Another train brought in to tow it also failed to move it.
“It has been admitted by the MMRDA that the monorail is a low-capacity system, not designed for sudden high-volume loads like the suburban rail or Metro. Crowds rushed there only because the suburban system was shut. MMRDA now blames ‘overcrowding’, but in reality, this happened because the Harbour line was closed due to rains, leaving commuters with no alternative. The monorail is not failing by accident. It is failing by design. It was never meant for Mumbaikars rushing to work,” said Chetan Kamble of Chakachak Dadar.
The monorail, once hailed as a pioneering leap in Indian urban transport, promised modern, efficient mobility to supplement the city’s overstretched suburban railways. Today, it stands as a sobering reminder of how infrastructure ambitions can falter when planning fails to align with commuter needs. More than a decade after the project began, it carries less than a tenth of its design capacity, has consumed over `3000 crore in public funds, and continues to depend heavily on taxpayer subsidies.
Moneylife Foundation, led by Sucheta Dalal, has submitted a proposal to repurpose the monorail’s elevated infrastructure into a dedicated Bus Rapid Transit System (BRTS). “Rather than abandon the corridor or rebuild from scratch, converting it into a BRTS could provide immediate, safe, and efficient mobility,” the plan suggested.
Urban transport expert Ashok Datar agreed. “The monorail has been in the ICU for many years. It is time to think whether we should really continue with this failed experiment. We have already lost years and several thousand crores. Policy so far has been well-meaning but car-centric. We must now prioritise efficiency in investments and space use. Why have we ignored buses, despite the huge success of the BKC pilot bus lane in 2016?” he asked.
He gave an example: “In one corridor with six lanes in each direction, one lane could be spared for BEST buses to run every 30 seconds at speeds higher than cars. This would ease traffic congestion immediately, saving time and fuel for all vehicles.”
Passenger safety plan
Following yesterday’s incident, MMRDA and Maha Mumbai Metro (MMMOCL) have introduced immediate and long-term measures to strengthen safety and prevent recurrence.
Immediate Measures
Passenger Load Control: Coaches are capped at 104 tonnes; staff will strictly regulate entry and halt trains if overcrowded.
Extra Staff: Each train will have a security guard and a technician alongside the pilot to monitor crowding and technical issues.
Emergency Windows: All eight ventilation windows are being inspected, labelled, and highlighted for guidance.
Improved Signage: Clearer instructions on safety and emergency exits are being installed inside trains.
Full Inspections: The Director (Maintenance) will oversee checks across all trains.
Long-Term Measures
New Rakes: Ten new Monorail rakes have been procured; seven are already under trial and certification and will soon join passenger service.
