In the dynamic landscape of India’s rapid development, the surge in urbanization has led to a twofold increase in the population residing in urban areas. This urban expansion, coupled with a rising number of vehicles, has given rise to challenges such as traffic congestion, delays, air and noise pollution, and inefficient routes. In response to these issues and to establish a reliable mobility solution, the Mass Rapid Transit System (MRTS) has emerged as a key remedy. Almost all major cities have adopted the MRTS approach. One noteworthy project in this regard is the Chennai Metro Phase-2 undertaken by the Chennai Metro Rail Limited (CMRL).
Project overview- Chennai city already has metro networks running under Phase-1 and Phase-1 extension. Phase-2 is the further expansion of the network in the city. “Spanning an extensive 118.9 kilometers with 128 stations, Phase-2 is a monumental expansion of Chennai’s metro network, encompassing Corridors 3,Corridor- 4, and Corridor- 5. The focus of this article is on the ongoing construction of Corridor 3, a 45.8 km stretch from Madhavaram Milk Colony to Sipcot, (encompassing the Old Mahabalipuram Road). For efficient use of space , the corridor consists of 29 underground and 10 elevated stations”1. In terms of designing like any other metro station, this corridor also focuses on passenger amenities and safety as the prime focus. What distinguishes Corridor-3 from its counterparts is its overarching design philosophy of “optimization” – a concept that permeates both station-level and urban-level considerations. At the station level, optimization is realized through three key pillars: Value Engineering, Operational Optimization and Revenue Generation.
Value engineering- Value engineering is exemplified by substantial reduction in station sizing, integration of infrastructures, and cost reduction through station-level phasing. Notably, a 30-40% reduction in station size is accomplished through the symmetrical placement locating escalators, centrally positioning staircases, stacking MEP fans and services, and judiciously placing shafts. The innovative integration of common paid and unpaid areas on the concourse not only limits the number of entries from four to two but also eliminates the necessity for subways and skywalks. The common unpaid concourse serves as a thoroughfare, facilitating safe pedestrian crossing across busy roads.
Further innovations include the integration of different corridors through interchange stations. This strategy optimizes infrastructure utilization, offering enhanced multimodal integration. Another noteworthy thoughtful consideration of the project’s long-term sustainability is the phased implementation of station layouts. In the initial two decades, only three-coach car platforms will be operational, minimizing both finishing expenditure and maintenance costs. This phased approach aligns with a prudent financial strategy, ensuring efficient resource utilization.
Operational optimization – Operational optimization forms the second cornerstone of the design philosophy, with strategies promoting sustainability, manpower reduction, and integration of technological advancements. Assisted evacuation, combined units of ticket machines with customer care, mechanical cleaning, and prevention strategies for rainwater ingress are noteworthy examples. Incorporating photovoltaic solar panels on station roofs, rainwater harvesting pits, usage of passenger screen doors & selective door operation, for optimal air conditioning capacity further enhance operational efficiency.
Revenue generation- The third pillar, revenue generation, emphasizes sustainable practices to ensure the long-term financial viability of the metro system. Deep or lengthy stations, depending on rail levels, offer additional facilities such as property development (retail outlets and service centers) and park-and-ride services within the station premises. Integration of these commercial spaces within station premises, , presents lucrative opportunities for revenue generation. The incorporation of art and cultural spaces not only enhances the aesthetic appeal but also attracts additional footfall, contributing to increased non-fare revenue streams. Beyond conventional revenue streams, innovative approaches like cross subsidization of spaces (utilizing areas above underground stations and below elevated stations for facilities like offices and police stations) are integral components of the project’s financial model.
This ambitious project represents a substantial investment with the potential for broader urban exploration. The integration of major tourist spots, significant buildings & terminals, and a commitment to fast, reliable end-to-end journeys all contribute to the broader vision of urban development. The project transcends mere transit development; it envisions the evolution of complete streets, fostering a holistic urban experience.
In essence, the Chennai Metro Phase-2, Corridor-3, signifies a departure from the outdated approach of Predict-and-Provide. Instead, it embraces a forward-looking perspective, recognizing transit development and mass rapid systems as the future. The metro network emerges as a pivotal milestone, not just in Chennai’s growth but as a crucial contributor to the progressive trajectory of India. It stands as a testament to the nation’s commitment to sustainable, efficient, and visionary urban development.
References-
- Chennai Metro Rail Limited (2024) , Project Status, Available at :https://chennaimetrorail.org/project-status/
