Chennai Metro Rail – The Future of our mass transport
Introduction
Cities are a matrix of functions and activityand at the helm of this activity is mobility. Before the intervention of automobiles commuting was slower and cleaner. But as the cities grew in numbers the need for commuting more peoplealso grew. There has been a significant transformation in the urban transport sector in Chennai, from its earlier dependency on waterways to its current mode of rail and road transport. Since the Urban Infrastructure and Governance (UIG) program under Jawaharlal Nehru National Urban Renewal Mission (JnNURM)has enabled cities to upgrade their public transport systems, the aspiration of state and city governments has broadened to create a world class transport infrastructure laying hopes for a modern metro/ mono rail.
Kolkata was the first city in the country to have an underground metro rail primarily due to lack of adequate roads and congestion associated with the road transport. The traffic congestion in Delhi due to large number of private vehicles especially cars and the increasing air pollution forced the city to invest in the metro. The successful running of Delhi Metro Rail Corporation (DMRC) has now inspired other metropolitan cities like Bangalore, Chennai, Hyderabad and Ahmedabad to pursue this mode of public transport.
The option of thesenew public transport systems (Bus Rapid Transit System (BRTS), mono rail and metro rail) hasgiven multiple choicesto the cities. These options have been available for some time but the cities are adopting it only now due toeasy access to finance, quicker decision making process, focus on urban areas and international move towards public transportation.
The city and its transport matrix
Chennai is the fourth largest city in the country with over 8 million people and a density of over 25,000 people per square kilometre.[1]It has a rich colonial architectural history besides the native heritage buildings and a transforming skyline. The city is called the Detroit of the east as it is home to many leading automobile makers of the country. Since the Information Technology(IT) revolution it has become a favoured destination for education and opportunities which has resulted in the high growth rate. The city is ecologically sensitive as it comprises the Guindy National Park, Pallikaranai marshes, rocky hillocks and water bodies like the Adyar Estuary, Buckingham canal, Coovum Riverwhich are rapidly disappeareing due to intense land pressure.
The city has a good network of public transport in bus and train. The Metropolitan Transport Corporation(MTC)provides the bus transport with 3464 buses plying on 732 routes carrying over 5 million people every day.[2] The suburban train and the Mass Rapid Transit System (MRTS)[3]network links the city’s centre with its periphery and carriesapproximately 1 million people every day.[4] As per the State Transport Authority records there are about 3.4 million registered vehicles in Chennai as of April 2011 of which over 2.5 million are two wheelers.[5] Due to the tumultuous growth of private vehicles and narrow roads of the city the congestion has increased and the volume to capacity ratio of roads has increased to 1.2 times.[6]
Figure 1 indicates that public transport makes up for a little over 28% of the trips in the city while almost 33% of the trips are being made by walk. With the growing average trip length the Chennai Metro Rail Limited (CMRL) surveys have suggested that the metro will increase the public transport trip share from its current state to about 55% once the first phase becomes operational.[7]
Figure 1 Trip break-up of the mode of commute in the city
Source: HHI Survey of the DPR for the Chennai Metro Rail Project, DMRC, 2005
Considering the increasing fuel cost and traffic congestion the shift in rider-ship is expected to happen in near future provided the government takes stringent steps to reduce the number of private vehicles on the road and the cost to benefit ratio for the commuter is higher using the public transport. To lure more rider-ship the mode of public transport should be consistently reliable, accessible, safe, cost effective and equipped with facilities keeping the future in mind.
Choosing the Metro and the integration of transport systems
With the advent of new and modern public transport systems, the authorities could rationalise on the suitability of the mode based on the cost to benefit analysis and the growth policies and strategies for the city. Although the city has the requisite density for all the three modes, other parameters such as road width, land acquisitions, political will, bureaucracy and policies creates discrepancies in making choices which would optimise the density and potential users.
Table1. is a brief comparison of the BRTS, Metro and mono rail. The transport infrastructure in most Indian cities is an afterthought of the built environment which is poorly documented. As the land use and public transport are managed by different government bodies a consensus to have an integrated approach is often delayed. But with the formation of Unified Metropolitan Transport Authority (UMTA) in Chennai, a step towards integration of various public transport bodies is in progress.[8]
The route on which the metro is planned is the spine of the city. They are the broadest roads in the city which receives heavy traffic besides the government also hasadequate land on these roads, thus a rational decision to invest in the metro was taken.Besides Metro the new government has also proposed 111 km stretch of mono rail for the first phase for which deliberation on its viability is in progress.[9] A BRTS route is also being considered along the IT corridor of the city.
Table 1Comparative study between BRTS, Metro and Mono Rail
S.No / Parameters / BRTS / Metro / Mono1 / Infrastructure Capital Cost (per km in Cr) / 10; Ahmedabad- 8.5 cr in Phase 1 and 15 Cr in phase 2.[10] / 150; In chennai's context the elevated route costs 100 Cr the underground costs 300 cr.[11] / 100
2 / Carrying Capacity ( peak hour peak direction traffic) / 10,000-18,000 / Min- 30,000 to Max- 60,000 / 3000- 10000
3 / Population Density (People per sqkm) / 4,000-5,000 / 8,000-10,000 / 4,000-5,000
4 / Population of the city ( in millions) / 2-2.5 / 6-6.5 / 2-2.5
5 / Average speed (Kmph) / 27 / 38 / 30
6 / Average Station Distance (Km) / 0.5 - 0.7 / 1.25- 2 / 0.75- 1
7 / Average Headway ( minimum- average number of minutes ) / 1.5 - 5.2 / 1.5 - 3 / 5 - 8.5
8 / Vehicle capacity / 80 (1) / 700 (4 compartments) / 100
9 / Usage / Limited CBD but good urban coverage / CBD to Urban Centres / Limited
10 / Right of Way required in (m) / 6 to 7 / 12 to 25 / 6
Source : Based on the regression analysis done by using data from 80 cities in the world by CEPT Ahmedabad.
The CMRL is a special purpose vehicle (SPV) in which both the state and the central government have equal stakes which totally amounts to 40% of the cost. The rest of the money is being generated by a loan from Japan Bank for International Cooperation (JBIC) for a 33 year long repayment period. The Chennai metro route is divided into 2 corridors connecting the gateways of the city (railway stations, Moffusil bus terminus and the airport) together and stretches to a 45 km network. There are 35 stations planned of which 17 are elevated and the rest are underground. The total cost of building the metro is estimated at Rs14500 Crore. The rider-ship based on the traffic modelling for 2016 is estimated to carry 700,000 people which at 5.4% would grow to 1.24 million by 2026. [12]
Figure 2 shows the metro and suburban train routes intersect at certain stations. A clearer picture of the public transport network would emerge by overlaying the bus route on this map. As observed in the success of Delhi metro and the failure of MRTS in Chennai accessibility hold the key to success of any public transport system. Thus the footpaths surrounding the metro station should be broad and well maintained to accommodate multi-modal shifts. The feeder bus services should also be facilitated near the stations.
Figure 2Map of the Metro route overlaid with Suburban train route
Source: CMRL (Chennai Metro Rail Limited);Map: courtesy
Causes of concerns on the Chennai Metro
- Environment Degradation: The project is categorised under the rail road sector for which Environment Impact Assessment (EIA) is not mandatory in India. But as the lending agency JBIC had insisted on having guidelines compliant with the environment and social considerations, an EIA report was prepared in May 2008.[13]
Several trees and neighbourhood parks have been razed down to ground and there has been no public consultation on it. Although CMRL has assured to plant 10 trees for every tree cut but some of the environmental activists have raised valid arguments about the change this will cause on the micro climate of the areas.[14]As most trees that are being cut are fully grown, it will take many years for the new saplings to replace the green cover. Besides the planting will not occur in the locations from where the trees have been uprooted creating an imbalance in the surrounding environment. The tunnelling for underground metro may affect the ground water recharge of the area which might lead to lowering of the ground water table.
Chennai hasseveral water bodies and as the metro route crosses both Coovum and Adyar river twice it is necessary to take requisite precautions. The metro connectivity from Park Town to Government Estate is underground and as a small stretch of this tunnel goes below the Coovum River which might affect its flow and cause floods during incessant rains.
- Route: The metro primarily plies on three major arterial roads of the city namely Anna Salai/ GST road, EVR Periyar Salai and the Inner Ring road. There are 4 suburban stations just off the EVR Periyar Salai namely (Chetpet, Egmore, Park and Fort) and another 6 stations that are running parallel to the Anna Salai/ GST road namely (Chintadripet, Saidapet, Guindy, St. Thomas Mount, Pazavanthangal, Tirusulam). These stations are not used to their limits primarily because of lack of proper access to the arterial roads. The suburban train station has hidden access through narrow and unsafe roads. These stations also lack visual, transit and physical connectivity to the arterial roads on which the metro is planned. Table 2. Lists the stations that run parallel or are in close proximity to the planned metro stations.
Table 2Routes and distance where the Metro is running parallel to suburban train i.e.; where the stations are spaced less than 1 km away from each other
From / To / Approximate Distance (km)Chetpet / Fort / 4.4
Park / Chintadripet / 1.2
Saidapet / Guindy / 3.5
St. Thomas Mount / Tirusulam / 4.3
Total distance / 13.4
Source: Analysis based on overlaying the suburban and MRTS network with the CMRL on the map.
A thoughtful solution could have been to create better accessibility to these suburban train stations and integrate the metro route with the suburban train route so as to complete a larger loop. By running parallel to the suburban route the ridership of both the modes may get divided as the cost and comfort may dictate the commuter’s choice.
- Heritage and the changing city fabric: Both Anna Salai and EVR Periyar Salai are flanked by old colonial buildings which are a repository of history. Due to the metro construction many heritage building premises are seriously affected. For instance parts of P.ORR and sons[15] are expected to be demolished while an intricately carved Trevelyan fountain in front of Victoria Public Hall had been relocated to its sides hidden from the EVR Periyar road.[16]There is a clear lack of co-ordination and clarity in the planning process in the between the CMRL and the CMDA (Chennai Metropolitan Development Authority) as, the Heritage Conservation Committee of the CMDA has asked that all heritage buildings be avoided when the Metro is constructed. The route is bound to affect 16 buildings and the CMDA had requested the CMRL for the details about the exact alignment and detailed site plans before they give permission for construction.[17]
Besides the heritage the city fabric is also expected to change as the real estate around the metro route is bound to get higher FSI (Floor Space Index) and a possible land-use change may happen due to market pressure.[18] The local government intends to monetise this development without understanding its effects on the social and economic fabric of the city.[19]
- Traffic disruptions and confusions while construction:As there has been no public consultation by the CMRL most residents are unaware of its alignment and the impact it would cause during the construction phase. As the construction began the CMRL with the support of Chennai Traffic police has begun re-routing the traffic through the interior roads. Several parts of the arterial roads on which metro work is going on have been declared one ways.[20] This has affected the people dependent on buses as they were stranded confused in the make shift bus stops on the roads with the marauding traffic charging at them. It has also affected business and residents of these as well as the interior roads and is a nightmare for the pedestrians to cross. Most of these one ways are unregulated and hinders movement of the slower moving transport mode.
- Land Acquisition and the polarization of policies:The CMRL has sent notifications for land acquisition to various shops, houses, other government land specifying the amount of land area that is being annexed and a due compensation is promised.[21] In some cases the compensation has been in the form of additional Transferable Development Rights (TDR)[22]while in Alandur the property owners were paid pittance and were unjustly duped by the CMRL.[23]
Although the CMRL has acquired land for the construction the Corporation of Chennai (CoC) and the CMDA are expected to provide the public amenities for improved accessibility and multi-modal shift. It has been apparent that many large projects such as the (Olympia Tech Park, the Hilton Hotel etc) on the Inner Ring Road have not given the requisite Open Space Reservation (OSR) to the government, which could be used to facilitate the metro and be considered as a significant public realm.
Considerations which are often overlooked while planning the metro
- Informal sector and jobs for the poor: Most large infrastructure projects often neglect and fail to plan for the growing informal sector which services the needs of people. To make the project as a model of inclusivity, the poor and the informal sector’s needs should also be considered. It could start by revoking the ban on cycle rickshaw which can act as an end to end service for short distance making it an eco-friendly and inclusive proposal.[24]
- Pedestrian and feeder linkages: The three roads on which the metro is plying largely accounted for 18% of the recorded road accidents from 2006 to2010 and pedestrian form 22% of the affected party in these road accidents .[25]Figure 3. Indicates the subways, Foot over Bridges (FOB), traffic signals and CCTV cameras which are essentially used for safe keeping of commuters on busy roads.
Figure 3 Road safety layer of the pedestrians in the city
Source: Subways and FOB’s- Corporation of Chennai, City division of State Highways Department; Traffic Signal and CCTV – Chennai Traffic Police, CMRL ; Map: courtesy
Although Anna Salai and EVR Periyar Salai are equipped with the infrastructure to facilitate safe pedestrian crossing accidents are rampant. Inner Ring Road has no subways and FOBs and gross for the highest number of recorded accidents in the city. Due considerations should be made to facilitate at grade crossing for the pedestrians in the form of traffic calmer and imbibing road discipline amongst the drivers.
- Integration of transport network: The transition from metro to other modes of transport should be smooth. The buses should act as a feeder service to the metro and the frequency should be matched to synchronise with the metro train timings. The buses plying on the metro route should be reduced so that the two mode work in harmony without affecting each other’s ridership. There should be adequate parking space in all the stations for creating the shift from private to public transport. The parking of private vehicles should be regulated as it occupies precious public space.[26]
- Regulations and standards: The metro rail should upgrade the standard of services based on the requirement and needs. It should also take necessary precautions to ensure safety and security of the passengers and its property. The advertising rights, lighting on the surrounding streets, operation and maintenance of the stations and the surroundings should be standardized and regulated by the operator. The CMDA and CMRL should co-ordinate between themselves to regulate the built space in the surroundings.
- Urban design and planning issues: While planning a transport infrastructure in a built space is a difficult proposition, retaining the integrity of urban ambience is tougher. It should be made mandatory to study the social and economic fragments the transport infrastructure would cause in the lives of the residents.[27] Consultthe citizens of the city in a large public forum and consider the deliberation in the decision making process. Public participation will ensure better ownership of the project and help in making an inclusive project.
Conclusion
The cities are always in a constant mode of transition and it is necessary that the chaos is put in order. Metro being a successful model of public transport in Delhi has become the pride of the country. It is also important to note that in many other parts of the world the metro has failed to recover investments and thus the government should study the cause of its failure so as to not repeat any of this while making the metro in their cities. The city is looking forward to rejuvenate its stagnancy and rethink its future of transport but at the same time it must understand that metro is a long term investment and the benefits will accrue over a period of time. The above concerns and considerations that have emerged in this study are in the context of Chennai but are applicable anywhere in the world. As the country is rapidly urbanising, mass public transport will be the mainstay of cities having 5 million plus population. The investment in metro should be made keeping the growth in the future in mind.