Under the smart cities programme, the cities are required to build efficient urban mobility and public transportation by creating walkable localities, as well as promoting a variety of transport options. However, there is no clear guideline for developing a sustainable public transportation system.
Some of the new metro systems are still facing issues with building ridership; for example, Jaipur Metro carries only 17,000 passengers a day compared to the 2.1 lakh passengers daily that had been envisaged in this city of 30 lakh people by the Jaipur Development Authority.
Many Jaipur residents commented that the route was not planned on the busiest, most under-served areas of Jaipur and there is lack of last mile connectivity. Many feel a metro was not required for Jaipur at all. After Rajasthan Urban Infrastructure Development project (railway overbridge at all crossings) road connectivity in Jaipur has increased a lot so people prefer taking their own vehicles.
Jaipur Metro Rail Corporation earns 67 lakh after spending about Rs 3.5 crore monthly for operations. Unlike other state Metros, the operational losses of Jaipur Metro are being borne by residents since the state government is raising money for Rajasthan Transport Investment Development Fund by levying cess on several services. Perhaps more weightage was given by the then Congress Government to political reasons rather than financial or even practical viability.
It's not entirely the fault of states, however. The National Urban Transport Policy of 2006 provided for metros in all cities with over 20 lakh people. As per the policy, even such small cities as Bhopal, Chandigarh and Ludhiana were fit for metro transit systems.
But many experts fear it may be a burden to cities with populations on the lower side of 40 lakh. At least 25,000 passengers must take one side of the journey every hour for a metro to recover its running costs. That is about 8 lakh passengers a day.
The Delhi metro is one of only 5-6 metros in the world which are not running on loss. But it's not that they are minting money.
The Delhi metro has cost nearly Rs 70,000 crore to build so far. And even with an average daily ridership of over 25 lakh, its operational profits have dipped over the years due to rising electricity tariffs. Most of what it earns goes to paying interest on capital loans.
The Indore metro is proposed to be a 108-km network - the Jaipur metro is 9.63 km long - and is expected to cost Rs 22,000 crore.
Even if the state and the Centre agree to bear half the cost, the project would require loans of Rs 11,000 crore. So, it would have to pay about Rs 550 crore a year, at 5% rate, in interest alone. Add operational and capital costs, and the project seems unviable.
In even smaller cities that are mulling metros, Varanasi, Agra, Patna, Meerut and Guwahati - all with populations under 20 lakh -- the projects would just crumble under their own financial weight.
The Comprehensive Mobility Plan toolkit had been prepared by the Ministry of Urban Development in 2008, but was evidently not used while assessing whether Jaipur needed a metro or not on the specified route. As the toolkit makes clear that under 5000 passengers per hour per line in each direction should have only a city bus.
Some of the new metro systems are still facing issues with building ridership; for example, Jaipur Metro carries only 17,000 passengers a day compared to the 2.1 lakh passengers daily that had been envisaged in this city of 30 lakh people by the Jaipur Development Authority.
Many Jaipur residents commented that the route was not planned on the busiest, most under-served areas of Jaipur and there is lack of last mile connectivity. Many feel a metro was not required for Jaipur at all. After Rajasthan Urban Infrastructure Development project (railway overbridge at all crossings) road connectivity in Jaipur has increased a lot so people prefer taking their own vehicles.
Jaipur Metro Rail Corporation earns 67 lakh after spending about Rs 3.5 crore monthly for operations. Unlike other state Metros, the operational losses of Jaipur Metro are being borne by residents since the state government is raising money for Rajasthan Transport Investment Development Fund by levying cess on several services. Perhaps more weightage was given by the then Congress Government to political reasons rather than financial or even practical viability.
It's not entirely the fault of states, however. The National Urban Transport Policy of 2006 provided for metros in all cities with over 20 lakh people. As per the policy, even such small cities as Bhopal, Chandigarh and Ludhiana were fit for metro transit systems.
But many experts fear it may be a burden to cities with populations on the lower side of 40 lakh. At least 25,000 passengers must take one side of the journey every hour for a metro to recover its running costs. That is about 8 lakh passengers a day.
The Delhi metro is one of only 5-6 metros in the world which are not running on loss. But it's not that they are minting money.
The Delhi metro has cost nearly Rs 70,000 crore to build so far. And even with an average daily ridership of over 25 lakh, its operational profits have dipped over the years due to rising electricity tariffs. Most of what it earns goes to paying interest on capital loans.
The Indore metro is proposed to be a 108-km network - the Jaipur metro is 9.63 km long - and is expected to cost Rs 22,000 crore.
Even if the state and the Centre agree to bear half the cost, the project would require loans of Rs 11,000 crore. So, it would have to pay about Rs 550 crore a year, at 5% rate, in interest alone. Add operational and capital costs, and the project seems unviable.
In even smaller cities that are mulling metros, Varanasi, Agra, Patna, Meerut and Guwahati - all with populations under 20 lakh -- the projects would just crumble under their own financial weight.
The Comprehensive Mobility Plan toolkit had been prepared by the Ministry of Urban Development in 2008, but was evidently not used while assessing whether Jaipur needed a metro or not on the specified route. As the toolkit makes clear that under 5000 passengers per hour per line in each direction should have only a city bus.
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