Not fare: For Metro, change in rates directly affects patronage

The decision by the Chennai Metro Rail Ltd to slash fares by half on Sundays and public holidays has brought the debate on reducing ticket rates back into the focus. While many passengers and even experts have been demanding this for long to increase patronage, the operator is not yet convinced about the financial logic.

When the plans were being prepared for the Metro Rail about a decade ago, the detailed project report for the Phase 1 had projected daily ridership of about eight lakhs by 2016. Cut to September 2019, the average daily ridership crossed one lakh for the first time – only one-seventh of the estimate.

Though commercial operation began in 2015, it was only this February that both the corridors of Phase 1, running 45 km in all, became fully operational. Since then, the patronage has been steadily rising – the monthly ridership in September was as much as 64 per cent more than the figures from January. However, it still is a far cry from the DPR estimate of 7.76 lakh passengers a day.

Now, the Chennai Metro Rail Ltd (CMRL) is planning the 118.9 km long second phase of the project that would have three corridors. The ridership estimate for Phase 2 is much higher – 19.2 lakh every day in 2025, the year when it is scheduled to commence operation. This would go up by nearly 70 per cent to touch 32.6 lakh in 2035 and 37.7 lakh by 2045, claims the DPR for this phase.

However, the past experience does not inspire confidence in the operator’s ability to finish the work within the scheduled time or increase patronage by then.

KP Subramanian, a former urban engineering professor at Anna University, Chennai, is one of those who believes the ‘extraordinarily high fares’ that the CMRL charge is the primary reason for its poor patronage. “The suburban train service has very low fare and it has very high patronage, while only rich can afford the Metro service. Moreover, it functions as a standalone facility without feeder services, and poor first and last-mile connectivity,” he told DT Next. In contrast, he added, Kolkata has the cheapest Metro service, with the fare on a par with buses and suburban trains.

CMRL’s estimated daily patronage of seven lakhs is so ambitious that it is impossible to achieve in the near future, he opined. “They have to drastically reduce fares. What is the point in running the trains empty? Instead, they can slash the fare so that more people would travel without any additional operation and maintenance cost. Only then will Metro serve more people, which is the objective of any public transport,” he said.

Many among city residents have joined this debate, arguing for and against reducing fare. “Your ticket prices are prohibitive, turning commuters away from using the sophisticated Metro. The last-mile connectivity is another challenge even though CMRL efforts to improve it in that direction are commendable. It’s time MTC take care of the last-mile connectivity by deploying minibuses,” wrote Ramamoorthy Pavalur on CMRL’s social media page.

However, not all agree, like Ganesan Krishnamurthi who wanted the fares to be kept at the present level. “Maintain the fares as they are. Ridership will increase, especially as new routes open up creating fresh connectivity. Keep the service world-class, don’t allow it to become another suburban service. Especially protect it from vendors and beggars,” he posted.

Those advocating to maintain the fares argue that the Metro was not intended to be an alternative for suburban services or MTC buses. According to them, the facilities like air-conditioned coaches, escalators and lifts, clean stations and coaches, etc. are to attract those who would otherwise travel by private cars or taxis, thus help arrest the explosive growth of private vehicles or at least reduce the number of them plying on the road. They also contend that Metro cannot be compared with ‘ordinary’ category service of the MTC, but only to the now-defunct Volvo service charged Rs 25 plus five per cent GST as the minimum fare.

When asked, a senior CMRL official said, “We have been taking steps to improve the feeder service, first and last-mile connectivity to boost ridership. After these efforts, the patronage has been going up steadily every month,” said the official.

CMRL management said patronage would increase after MRTS was connected to ST Thomas Mount station, once the second phase becomes operational. “We hope more people switch to the Metro in the coming months,” the official added.