C Shivakumar
Chennai:
As Chennai Metro Rail is expected to start its operation in the 10km
stretch between Koyambedu and Alandur, questions over the multi-modal
integration in Arumbakkam, Vadapalani and Ashok Nagar persists.
These stations are well connected to residential areas but lack
footpaths and wherever there is a footpath it is only a foot wide,
according to a study done by Institute for Transportation and
Development Policy.
As per ITDP’s research from the world’s best practices, such high
intensity streets should provide a minimum of 3 metre clear,
uninterrupted pedestrian walkway. However, the footpaths have yet to
be widened. With thousands of passengers are expected to use this
infrastructure in the coming months, the access to the stations is yet
to be thought out completely.
The biggest issue is the delay in notification of Chennai
Unified Metropolitan Transport Authority Act (CUMTA Act). This has
resulted in the delay of integration of all public mass passenger
transport modes by means of various measures including routing and
scheduling, operating feeder services and combined or common ticketing
to facilitate seamless commuting options to the public, sources said.
But Institute for Transportation and Development Policy technical
director Christopher Kost doesnt buy this argument. “Yes the
notification is yet to happen but that doesn’t absolve independent
agencies like Highways department to provide quality footpaths,” he
says.
“Why should not they work independently like Chennai Corporation. The
corporation commissioner regularly conducts the meeting of NMT,” says
Kost.
The issue is that the Metro corridor runs along the most unsafe roads.
And Chennai Metro caters to the pedestrians who have to walk all the
way to get into the train. “But Highway officials have failed to put
their act together in catering to this section,” said Kost.
This kills the basic aim of Chennai Metro which is to reduce the use
of private vehicles on road. According to ITDP study, seamless and
efficient transfer between different transport modes is crucial. If
the wait at intermodal points are long, the passengers will prefer
to use their private vehicles.
Interestingly, the MMI committee has failed to put their act together.
Although the committee did conduct a survey of the metro corridor on
January 23 and ITDP has highlighted the isues relating to pedestrian
issues, the Highway officials have been sleeping over it for the six
months.
Kost says that the entire stretch is unfriendly to disabled people.
“While the stations does have ramps but the question is how will the
disabled people reach the station to access Metro Train. There are no
ramps along the footpaths. There is a need for pedestrian ramps,” says
Kost.
In Arumbakkam, Vadapalani and Ashok Nagar, there is no clear
pedestrian route into and through the station area and most of the
stretch lacks footpaths, which should have been designed and laid
early not after the metro rail starts functioning.
There are also too many driveways along the length of the stations
with abrupt curbs make the walking experience equivalent to a hurdle
race, says ITDP study. Best practices vouch for continuous footpaths
even at property entrances.
Interestingly, the street design does not account for seamless
connectivity to other modes of public transport such as MTC bus stops.
In fact there is practically no infrastructure to walk towards them.
Currently most MTC buses and shareautorickshaws ply on the 100 feet
road competing with the proposed metro.
It is not yet clear how the routes of these modes of transport will be
rationalised to act as a feeder network, says the ITDP study.
Other added benefits for passengers would be information integration
whereby passengers would be able to avail realtime information on
various modes regarding connectivity options,
routes, schedules, and fares; as well as fare integration with
integrated payment solutions like smart cards which would allow
seamless access and payment across different modes.
Such levels of integration can only be achieved in the presence of a
strong and unified transport authority
Chennai:
As Chennai Metro Rail is expected to start its operation in the 10km
stretch between Koyambedu and Alandur, questions over the multi-modal
integration in Arumbakkam, Vadapalani and Ashok Nagar persists.
These stations are well connected to residential areas but lack
footpaths and wherever there is a footpath it is only a foot wide,
according to a study done by Institute for Transportation and
Development Policy.
As per ITDP’s research from the world’s best practices, such high
intensity streets should provide a minimum of 3 metre clear,
uninterrupted pedestrian walkway. However, the footpaths have yet to
be widened. With thousands of passengers are expected to use this
infrastructure in the coming months, the access to the stations is yet
to be thought out completely.
The biggest issue is the delay in notification of Chennai
Unified Metropolitan Transport Authority Act (CUMTA Act). This has
resulted in the delay of integration of all public mass passenger
transport modes by means of various measures including routing and
scheduling, operating feeder services and combined or common ticketing
to facilitate seamless commuting options to the public, sources said.
But Institute for Transportation and Development Policy technical
director Christopher Kost doesnt buy this argument. “Yes the
notification is yet to happen but that doesn’t absolve independent
agencies like Highways department to provide quality footpaths,” he
says.
“Why should not they work independently like Chennai Corporation. The
corporation commissioner regularly conducts the meeting of NMT,” says
Kost.
The issue is that the Metro corridor runs along the most unsafe roads.
And Chennai Metro caters to the pedestrians who have to walk all the
way to get into the train. “But Highway officials have failed to put
their act together in catering to this section,” said Kost.
This kills the basic aim of Chennai Metro which is to reduce the use
of private vehicles on road. According to ITDP study, seamless and
efficient transfer between different transport modes is crucial. If
the wait at intermodal points are long, the passengers will prefer
to use their private vehicles.
Interestingly, the MMI committee has failed to put their act together.
Although the committee did conduct a survey of the metro corridor on
January 23 and ITDP has highlighted the isues relating to pedestrian
issues, the Highway officials have been sleeping over it for the six
months.
Kost says that the entire stretch is unfriendly to disabled people.
“While the stations does have ramps but the question is how will the
disabled people reach the station to access Metro Train. There are no
ramps along the footpaths. There is a need for pedestrian ramps,” says
Kost.
In Arumbakkam, Vadapalani and Ashok Nagar, there is no clear
pedestrian route into and through the station area and most of the
stretch lacks footpaths, which should have been designed and laid
early not after the metro rail starts functioning.
There are also too many driveways along the length of the stations
with abrupt curbs make the walking experience equivalent to a hurdle
race, says ITDP study. Best practices vouch for continuous footpaths
even at property entrances.
Interestingly, the street design does not account for seamless
connectivity to other modes of public transport such as MTC bus stops.
In fact there is practically no infrastructure to walk towards them.
Currently most MTC buses and shareautorickshaws ply on the 100 feet
road competing with the proposed metro.
It is not yet clear how the routes of these modes of transport will be
rationalised to act as a feeder network, says the ITDP study.
Other added benefits for passengers would be information integration
whereby passengers would be able to avail realtime information on
various modes regarding connectivity options,
routes, schedules, and fares; as well as fare integration with
integrated payment solutions like smart cards which would allow
seamless access and payment across different modes.
Such levels of integration can only be achieved in the presence of a
strong and unified transport authority
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