There is no doubt that at present very few will realise that the Mass Rapid Transport System (MRTS) in the city, envisaged in 1983, is still work in progress. On the other hand, Chennai Metrorail (CMRL) is the high-profile modern-day equivalent and seems much faster in terms of its actual execution.
While infrastructure projects, especially those in areas such as public transport, can never really be in any sense considered complete, MRTS and CMRL seem studies in contrast in every way. And though their route is the same over a long stretch, they do not seem in any way connected to each other.
The Slow Progress of MRTS
The MRTS was considered a pioneer in its time. Envisaged as an elevated rail corridor to connect the then southern extremity of the city to its northern end, namely Ennore, it was proposed in 1983 though work began only in 1991.
By then, the city had already extended far beyond the planned southern end of MRTS, Thirumayilai. Yet, Phase I proceeded exactly as planned, from Beach to Thirumayilai, with numerous delays. Only a very short stretch between Beach and Chepauk was completed by 1995, and Thirumayilai was reached in 1997.
A Project That Missed the Bus
With the city rapidly expanding into Velachery and beyond, MRTS lost relevance even before completion. Phase II, connecting Thirumayilai to Thiruvanmiyur and Velachery, finished by 2004 but by then other modes like monorail and metro were already in discussion.
The next extension to St. Thomas Mount, announced in 2007, became a saga of endless delays. Just 500 metres of land acquisition halted progress indefinitely. Even after land acquisition, CMRL’s operations in the same area further delayed the MRTS extension. Eighteen years later, it remains incomplete. The original 59 km plan has shrunk to a mere 19 km of operational line.
Systemic and Design Flaws
MRTS was doomed by a lack of cohesive ownership and flawed planning. Phase I had no State involvement, making it a low-priority project. Later phases involved the State but were executed by the Railways, leading to conflicting objectives and bureaucratic delays.
Its route along Buckingham Canal turned into an environmental disaster. Stations were oversized, poorly maintained, and commercially unviable, resulting in law and order problems and limited accessibility.
CMRL – A Modern-Day Showpiece
By contrast, CMRL is seen as a symbol of progress. It is a 50-50 venture between Centre and State, with both stakeholders having vested interests in pushing it forward. Being a corporate entity ensures accountability.
CMRL embraced what MRTS avoided — construction through congested areas, fast-paced land acquisition, and robust execution. Stations are accessible, functional, and blend better with the surroundings. The first phase (54 km) was completed in 12 years, and Phase II is progressing steadily.
Challenges Remain
That said, CMRL is not without flaws. Land acquisition came at the cost of heritage and greenery. Alternative traffic arrangements during construction have been chaotic, and there have been construction-related accidents. Fares are high, but with increased patronage and network expansion, affordability could improve.
CMRL needs to maintain efficiency at scale, like Delhi Metro, to be financially sustainable. Reliance on subsidies is not a viable option.
Integration is Key
A major hurdle for both MRTS and CMRL is last-mile connectivity. CUMTA (Chennai Unified Metropolitan Transport Authority) has shown little impact so far, and CMRL may need to proactively solve this issue without waiting for CUMTA.
A larger question looms: why not integrate MRTS into CMRL? The infrastructure exists; combining the two systems would avoid redundancy and maximise returns on public investment. In southern Chennai, where MRTS and CMRL run parallel, integration would enhance commuter convenience and set an example for unified urban transport planning.
This article appeared in Madras Musings-https://madrasmusings.com/vol-35-no-6/metrorail-vs-mrts-or-metrorail-and-mrts/
My book, Chennai, A Biography can be ordered–https://sriramv.com/2021/12/27/how-to-buy-autographed-copies-of-chennai-a-biography-from-outstation/
Unfortunately, to me, CMRL work also seems to be proceeding at a snail’s pace. The construction activity on the say, the OMR stretch, seems to be negligible, giving the impression that it’ll be at least five years before that section is commissioned for the public.