This is an extract from the Detailed Project Report submitted by Chennai’s Metropolitan Transport Corporation in 2009 to the Union Ministry of Urban Development, seeking funding for new buses. The report contradicts itself in this segment, stating that there are insufficient pedestrian facilities and at the same time considering widening of roads. If anything the report prepared by the Division of Transportation Engineering, Anna University, Chennai should have emphasised the need to segregate pedestrians by investing in foot paths.
The assertion that ‘integration’ is successful with the rail network, particularly all MRTS stations is amusing. What is your view? In this segment, the authors have also not incorporated smart ticketing methods as a tool for integration, which represents a failure. (This extract is unedited, and faithful to the original).
Integration with other Public Transport Modes
The rapid growth of population in CMA has been causing a strain on the existing urban services and infrastructure, for want of expansion and better management. The transport sector is vital and needs carefully planned expansion to meet the demands of the increasing population. The need to take an integrated long-term view of transport needs of CMA and to plan road development, public transport services and suburban rail transport as a part of the urban planning process have been well recognised as essential for the efficient functioning of the urban system.
As far as Chennai Metropolitan area is concerned, bus is the preferred mode by common people due to easy accessibility. Almost all major roads are loaded with traffic beyond their designated capacity. The V/C ratio on most of the important roads is well above two. More over the capacity is reduced due to poor quality of riding surface, inadequate pedestrian foot paths, poor lighting conditions and lack oof properly designed intersections.The rapid growth of personalized modes of transport vehicles in the recent past is the cause of serious concern. It is almost impossible to widen the roads further matching with the pace at which personalized vehicles are put on city roads. This constraint will limit the ability of MTC even though they may have a high potential to perform.
The recent large scale fleet replacement and augmentation by MTC is quite encouraging in attracting passengers from other modes of personalized transport. The Chennai City planners have kept the targeted modal share as 70 % by public transport. The target is fairly realizable when the metro rail network is implemented in full and the road network expanded by development of elevated highways. The total person trips by motorised vehicles constituted 54.5 % of all person rips made in the CMA in 2005. 70% of all motorized person trips by 2026 which works out to be 7.9 million trips/day is to be carried by the public transport (i.e 38.15 % of all person trips by motorised vehicles). With the implementation of 46 km of Metro rail and the MRTS together with the sub-urban network is expected to carry 30 to 40% of the mass transportation trips per day. MTC with the expanded fleet size of not less than 5000 and a network of BRT carrying about 7.0 m trips / day, the target is fairly achievable (even though the rail transit is expected to carry as much as 6 m trips/day).
The City bus system is well developed and is operated through every nook and corner of the City. The two well defined bus and sub-urban rail systems have developed on their own way, with distinctly identifiable patronage and as such are little integrated and that too only by default. When the public transport systems is expected to handle the bulk of the motorized person trips a need will be felt to integrate these two systems well with each other as well with the other modes and systems of transport facilities.
This integration can truly take place only when the institutional set up like the UMTA start working in full swing. It should go on to have fresh looks at the route structuring and aid seamless transfer facilities through proper modification in the infrastructure of terminals. Park and ride facilities will have to be provided with adequate capacity at all major bus and train stations. This apart, easy transfer from one route bus to another at important bus stops will aid passengers switch bus routes. Of course, all these will have to take place in the next couple of years preceded by scientific assessments. But well before that if the MTC can resort to its replacement and augmentation programme the city commuters will get into the right track of switching towards public transport system.
To keep pace with the increasing mobility requirements, a need to optimize the existing road and transport infrastructure as well to increase the supply of road and transport infrastructure is felt. As this alone will not meet the requirements of the future a suitable transportation strategy is evolved in the Master plan. According to this Moving people rather than vehicles is stressed. Hence the role of both the rail and bus transits is to be redefined so that they move the bulk of the travel demand in the metropolis. The strategy includes within itself
- Augmenting the coverage and capacity of the rail and bus transits resulting in higher accessibility and mobility to the commuters.
- Removing bottlenecks in the rail transit and bus transit networks i.e., replacing road / rail level crossings by underpasses / overpasses, providing flyovers at critical road intersections
- Priority for bus transit by reservation of lanes along major arterial roads and priority at traffic signals
- Making the transit system affordable to all segments of the commuting population by differential pricing commensurate with the level of service at the same time reducing the gap between the cost of operation and revenue and
- Running mini-buses between railway stations and nearby bus transit corridors and between railway stations and residential areas.
After implementation of the above in a phased manner, it will be possible that both to find rail transit and road transit are complementing each other with ultimate motive to cater the transport needs o the public of Chennai Metropolitan area.
At present the inter-modal co-ordination is successful in important railway stations such as Central, Egmore, Beach, Park Station, Avadi, Ambattur, Perambur, Chrompet, Tambaram and to some extent at all MRTS stations.
In this way after the improvement of road network and induction of additional passenger friendly and eco-friendly buses in Metropolitan Transport Corporation Ltd, both the rail and road network will be serving the public of CMA to the maximum level thereby attracting the users of private modes also the the public transport modes and achieving the modal split.