Delhi Metro Experience - Recent ones

by D. Dhanuraj

It has been so fascinating to travel in Delhi metro when it was inaugurated. I never missed a chance whenever I was in Delhi. I used every opportunity to understand the mobility features of the commuters; type and age of them, class and community of them etc. I was fortunate enough to be the part of a kind and obedient  commuting population whenever the Metro broke the previous records of volume transportation both in 2011 or in 2013. I experienced the changing style of commuting population, increasing demand from the commuters side etc. In the last two weeks, I was in Delhi and on Metro again.

It was on July 1st I arrived in Delhi. I arrived in T1 terminal of Airport. Coming out of the terminal, I was told that there is a Metro pick up so i decided to experience the journey again. Then I realised that DMRC has taken over Airport Express Line from that day onwards. I paid Rs 120 for the ticket till Sivaji Stadium. I was asked to wait as there is a feeder system to pick the commuters to the nearby Aero City Metro Station. A few of us waited for another 10 minutes then the bus came. It was a small us not suited to the airport pick ups. I was lucky for I did not have too many luggage but many others in the que struggled. The bus attenders were no so friendly. We are told that there is an additional Rs 20 to pay for their service. Some of the passengers shouted at this. I wonder why cant they include this ticket fare in the metro charges when everybody talks about the single card system for commuting on various modes of transport. Anyways, they waited for another 10 more minutes to start from T1. Remember, there is a Metro service in every 15 minutes.

When they dropped us at Aero city Station, I found out that they have parked at a distance and there is no smooth sailing for luggage trolleys.  Many struggled to keep the bags on their shoulders. Entering the train, I found out only a handful of people opted for Airport Express even at the peak morning hours. I am sure the feeders and smoothness of interchange stop many from entering Airport Express. Even in T3 (last week experience), the connectivity between Metro terminal and T3 is at a quite a walkable distance. Same is the case with dingy conditions prevailing on the emergence from New Delhi Airport Express Metro Station. One may end up paying Rs 150 for an Auto for 3 Kms where as Metro as such demands only Rs 150 from T3 to New Delhi station.

I am sure these are learnings for other Metro projects ongoing in other parts of the country.

Mobility Hub and the second phase

by D. Dhanuraj

The second phase of the Mobility Hub construction will go for pre qualification tender in the coming days. It seems that dexterous planning has been gone into the designing of the second phase. As expected, the mobility hub is expected to be the meeting point of different modes of transportation. Metro station is planned inside the Hub infrastructure while city buses, Mofussil buses and long terms buses have dedicated bays in the mobility hub. Feeders like autos, taxis will have the provisions at the hub while the boat jetty is planned to connect other parts of the city. Like in an airport, private vehicles will be able to drop commuters at the bay.

Given the real estate value and the location of the mobility hub site, the estimated cost of 400 Crores for the construction of the second phase needs diligent planning and execution. As the media reports, one will wonder what is the productivity and outcome expected from such an investment? How would the State justify such an investment for such a mobility plan? Here the larger vision matters.

1. The infrastructure should prioritize the mobility as the key feature. Everything shall be built around the  mobility aspect (of society) and not the other way round.
2. With the second phase of Mobility Hub in running, this could become the CBD of new Cochin. The stake holders especially Mobility Hub society, city corporation and GCDA should sit around and discuss the future plans.
3. The entire mobility of the region as well as that of immediate neighbourhood shall get aligned with the Mobility hub plans without disturbing the social mobility features of the ongoing crowd.
4. Like in many other cities, the stake holders can plan regulation of the public transport in the region by setting up UMTA. Present private and KSRTC operations can be grouped into fleet services under the HUB management without retaining the ownership intact as it is now.
5. Better utilisation of 25 acres of land is the key. Why can't mobility Hub attract medium level investments leading to transit orient development in the location?
6. Prepare a regional master plan for New Cochin as HUB as the fulcrum for the developments for the future. 
7. Integration of HUB with rest of the State as important as the integration with the city.
8. Have modeling exercises to find out the cut off number of non-travellers to HUB premises. This will help to build the shopping area, multiplexes and jogging stretches. otherwise, they may crowd the mobility hub leaving little space for the priority users.
9. Innovate on the parking fees and differential pricing for the different users like commuters for public transport, those who come for shopping etc. ideally, even though parking space is provided, number of vehicles parked in the HUB premises should be smaller number in the long term with the improvement in public transport systems in the city which is mandated by HUB operations.
10. Maintain a R&D lab to map the social mobility of the users in the region. Accordingly, routing and efficacy of the mobility hub operations and the proposed New Cochin township can be augmented.

I am sure the authorities would have looked at these aspects before the phase plans are finalised. Given the location and valuation of the property, Mobility Hub society should be able to finance its operations themselves and should not run to Trivandrum for allocation of funds to sustain the operations. If that is the case, it has failed in its enterprise..

High court bans road side parking of Auto rickshaws

by D Dhanuraj

Recent ban on the auto rickshaw ban on the road sides by the Hon. High Court of Kerala evoked mixed reaction in me. While I respect the Court order for ensuring safety for the pedestrians, I am not sure why the Autos alone pay the price for the improper parking on the streets. From the media reports, I understand that the order is in response to the petition filed against the Autorickshaws for intruding into the space dedicated (?) for the pedestrians. Here comes my disagreement...

In most of the cases, operations of Autorickshaws are still at the mercy of the Government authorities. They are harassed by authorities for different reasons. But what one forgets is that they play a very important role in facilitating the Public transport system. They act as the feeder systems and bridge the gaps in the last mile connectivity. If Autos are allowed to operate as share autos, more comfort and cheaper rates can be offered to the public. While Autorickshaws have a major role to enliven the urban mobility, they are not given proper space and parking grounds in most of the cases. If the authorities had given them proper space and grounds for the autos, the above situation would not have arisen.

Same is the case with pedestrians. How many roads in our country have proper pedestrian facilities and infrastructure designs supporting them? Most of the times, pedestrian side walks and refuge islands are either missing or not well connected with the rest of the eco-system. I  wish the Court would have made it mandatory that the pedestrian oriented designs of standard procedures for any urban infrastructure projects.

Another important aspect is that of parking of private vehicles. Parking is a completely misunderstood concept in India. It is considered as a fundamental right of a car owner/driver to get parking ground at free of cost. Most of the Municipalities have taken the responsibility of providing the parking on their shoulders which kills the very essence of equity of distribution at the input stages of finding solutions to the problem of parking. Private vehicles are parked on the sides of the city roads obstructing the free movement of pedestrians. In my opinion, the auto rickshaw stands/parking grounds are limited particular locations in the city while private parking is omnipresent. The Hon High Court could have mentioned these aspects also (for me, it is important in this judgement otherwise the omissions and commissions will act as stand alones creating more problems) while delivering the judgement hearing the above petition.