Chennai Metro Rail
Chennai Metro Rail
33%
26%
0%
13%
3%
3%
4%
19%
Bus
Train
Car/ Taxi
Two wheelers
Bicycle
Walk
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.
S.N
o
1
2
3
4
5
6
7
Parameters
Infrastructure Capital
Cost (per km in Cr)
Carrying Capacity ( peak
hour peak direction
traffic)
Population Density
(People per sqkm)
Population of the city ( in
millions)
Average speed (Kmph)
Average Station Distance
(Km)
Average Headway
( minimum- average
number of minutes )
8 Vehicle capacity
9 Usage
Right of Way required in
10 (m)
BRTS
Mono
Metro
150; In chennai's
context the
elevated route
costs 100 Cr the
underground costs
300 cr.11
10,000-18,000
Min- 30,000 to
Max- 60,000
4,000-5,000
8,000-10,000
300010000
4,0005,000
2-2.5
27
6-6.5
38
2-2.5
30
0.5 - 0.7
1.25- 2
0.75- 1
1.5 - 5.2
1.5 - 3
700 (4
compartments)
5 - 8.5
80 (1)
Limited CBD but
good urban
coverage
6 to 7
100
100
CBD to Urban
Centres
Limited
12 to 25
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
9 http://www.thehindu.com/news/cities/chennai/article2920973.ece
10 http://www.niua.org/projects/tpt/AHMEDABAD%20BRTS.pdf
11 http://chennaimetrorail.gov.in/brief.php
Roshan Toshniwal, Transparent Chennai, CDF, IFMRPage 3
From
To
Chetpet
Park
Fort
Chintad
ripet
Guindy
Saidape
t
St.
Thomas
Mount
Total distance
Tirusula
m
Approx
imate
Distanc
e (km)
4.4
1.2
3.5
4.3
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 commuters choice.
331_04.pdf
14 http://expressbuzz.com/cities/chennai/activists-raise-concern-over-metro-rail-project/276839.html
24 http://madrasmusings.com/Vol%2018%20No%2014/otherstories.html
Roshan Toshniwal, Transparent Chennai, CDF, IFMRPage 7
Source: Subways and FOBs- Corporation of Chennai, City division of State Highways Department; Traffic Signal
and CCTV Chennai Traffic Police, CMRL ; Map: courtesy www.transparentchennai.com
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.
3. 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 others
ridership. There should be adequate parking space in all the stations for creating the shift from
25 Analysis based on information received by Chennai Traffic Police through RtI received by the
author on 14.03.2011.
Roshan Toshniwal, Transparent Chennai, CDF, IFMRPage 8
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.
26 http://www.thehindu.com/news/cities/chennai/article2381715.ece?css=print
27 http://www.opendemocracy.net/ecology-climate_change_debate/article_480.jsp
Roshan Toshniwal, Transparent Chennai, CDF, IFMRPage 9