Transportation is the lifeline of any urban city. Without proper transportation, a city would not be able to thrive in today’s conditions of growing population and vehicle density. Some Indian urban cities have proper transportation resources, which can cope with the increasing vehicle density like Delhi. Delhi has a proper metro rail transit, municipal buses, autorikshas, and many other options to cope with the growing density of vehicles. Delhi people have got a relief in the growing traffic jam conditions on the roads of Delhi after the launching of metro rail transit. But there are many other urban cities like Chennai and Bangalore that are struggling to cope with the growing numbers of vehicles on their roads. If you want more such kind of free research papers, then you can visit our website below: -- https://academicwritingforstudents.com/visit-our-blog

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Growing Transportation Problem in Some Urban Cities of India
Introduction
Transportation is the lifeline of any urban city. Without proper transportation, a city
would not be able to thrive in today’s conditions of growing population and vehicle density.
Some Indian urban cities have proper transportation resources,which can cope with the
increasing vehicle density like Delhi. Delhi has a proper metro rail transit, municipal buses,
autorikshas, and many other options to cope with the growing density of vehicles. Delhi people
have got a relief in the growing traffic jam conditions on the roads of Delhi after the launching of
metro rail transit. But there are many other urban cities like Chennai and Bangalore that are
struggling to cope with the growing numbers of vehicles on their roads. Urban transport in Indian
perspective is highly significant for the proper growth of the country’s GDP and some major
industries. Proper transportation can really reduce the problem of pollution and overcrowding
conditions from some urban cities of India like Bangalore and Chennai.

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Indian urban cities have been going through a major makeover due to globalization.
Today, many new international industries are establishing their building new premises in some
urban cities of India. Services and manufacturing industries are also growing rapidly in some
urban cities of India. These industries need a proper transportation system to thrive and increase
their business. They need a proper transport system to move their workers and connect the
production facilities to retail chains. Bangalore has become an IT hub of India and many national
and international companies have established their headquarters in the city. There were already
many manufacturing companies having business in the city and now these two industries have
agglomerated abruptly within the city. This agglomeration has created an imbroglio for the
transportation condition in the city. Any growth in the services sector or manufacturing industries
will put more pressure on the urban transportation system. Some of the local and international
media are condemning the administration of these cities, which were unable to cope with the
growing demand for efficient transportation. For example, the financial press has described
Bangalore as a city of unfilled potholes where the IT workers have to improvise themselves for
around 2 hours to reach their destination. These cities need a proper portfolio for making an
effective transportation system to work effectively. According to the survey done by
Confederation of Indian Industry, which was done on the population of Southern India; there
were around 90 percent people who were dissatisfied with the condition of roads, and 59 percent
people were not satisfied with the public transport services. The same survey also suggests that
around 90 percent people were happy to contribute for good quality roads, and around 66 percent
were willing to pay higher prices to public transports to get reliability and frequency (K.M. and
V).
Historic and Present Condition
Chennai and Bangalore are almost similar in the case of population. The population is
estimated around 4 million within the main city and around 7-7.5 million around the urbanized
areas. Earlier, Chennai was established as a port city when the British were ruling the country.

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There was a traditional commercial hub nearby the administrative and military complex. After
India got freedom from British rule, manufacturing and service industry had been growing rapidly
from this main hub of the city and spread to few major rail and road infrastructure. Some of the
main industries during the pre-independence era of the Chennai were machine manufacturing,
automotive parts, and petrochemicals. Bangalore on the other hand, is a totally landlocked city
and it joins some major rail lines and highways across other urban cities like Mumbai and
Chennai. Bangalore had been a major hub for silk weaving and garment industries in the pre-
independence era. Earlier, when the population was moderate in Bangalore, silk and garment
industry thrived because they were able get their raw material easily through not so dense
highways and rail lines. Then, conditions changed after economic globalization and Bangalore
became a major hub for providing IT services to some international software companies. Many
software companies started to outsource their software requirements to the Bangalore based
companies and they build many new infrastructures within the city. But the manufacturing and
service industry were unable to amalgamate properly within the city and the whole transport
system collapsed (Barter).
Chennai and Bangalore have gone through a major urbanization in the recent decade.
Increases in number of service industries have increased the burden of population on both cities.
Emerging IT industry and other outsourcing service industry put a tremendous demand for new
workforce and so many job seekers approached the city for employment and shelter. The recent
economic growth in these cities has increased the overall income and living standard of the
residents of these cities. This new population of the city demand for better facilities and transport
system. There was a gradual rise in the vehicle ownership because the public transport system
was unable to meet the growing demands of local residents. This is the reason why motor vehicle
ownership and Bangalore and Chennai has increased rapidly. The current vehicle ownership level
in Chennai and Bangalore per 1,000 population is 330 and 300 respectively, and has been
growing at a rapid rate.

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Factual Analysis of the Problem
The major population of these cities is comprised of middle class families who are able to
own two wheelers for transportation purpose. Most families who are residing in these cities own
more than 1 two wheelers and single 4 wheeler in some cases. The major density of vehicles on
the roads of both cities is generally two wheelers. This was made possible by some amendments
in the economic policies and motor vehicle acts during the year 1985. The two wheeler groups
mainly include motorcycles, mopeds, and scooters. Indian two wheeler industry took a giant leap
after the new Economic policy was introduced in the year 1985. This policy has cancelled all the
restrictions on the production capacity of two wheelers and allowed FDI (Foreign Direct
Investment) to the two wheeler companies. So the companies were able to manufacture two
wheelers in bulk and thereby affordable prices for the customers. So, motorized 2 wheelers
became the main growing category among vehicles. The data analysis of Chennai and
Bangalore’s transport administration shows that around 1.1 million and 1.2 million 2 wheeler
vehicles have been registered recently in both cities respectively. The cars that were registered
were far beyond this figure; around 250,000 in Chennai and 267,000 in Bangalore. So, the
numbers of 2 wheelers on the roads of Chennai and Bangalore have increased rapidly since 1995
and there are no signs of abating (Bertaud).
The prices of petrol and diesel are also increasing rapidly. This is the reason why many
Indian 4 wheeler and even 2 wheeler companies are launching cars and 2 wheelers that run on
diesel. Although this may be a good choice for the consumers, but the increase in the number of
diesel running vehicles on the road is polluting the air of both cities. Recently, WHO has done a
survey to find the top 20 most polluted cities in the world. The results of this survey were baffling
and there were around 13 Indian urban cities in the top 20 list. According to this survey, the air
quality index of Chennai and Bangalore was 179 and 310 respectively. Air quality index rate is
the scale in which we measure that how polluted the air of any city is. Any value above 200 is
considered poor and the condition is worse when the index goes beyond 300. You could easily

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understand from these figures that how much polluted the sky of Chennai and Bangalore would
be.
Due to the increasing demand for new workers in both manufacturing and service sectors;
many job seekers made a beeline to both cities. These job seekers were accounted for an increase
in population of the cities quite rapidly, but the transport conditions were unable to cope with this
rapid change and were unable to provide preliminary services to the residents. This increases the
burden of vehicles on the road and the condition is becoming worse with more people
approaching the cities.
Proposed Alternatives for the Present Condition
Chennai and Bangalore need proper alternatives to provide better transport system to the
residents. One of the major problems the transport administration of both cities is financial. The
public sectors that are involved in the transport are unable to generate proper revenue for the
renewalof the transport system. They are unable to generate any revenue directly for the official
workers who are operating the transport system. The public transport services of Bangalore i.e.
BMTC (Bangalore Metropolitan Transport Company) has been unable to generate any surplus
revenue for the renewal of the transport system. By keeping some of these points in mind, both
cities need a service oriented and low budget transport strategy. This strategy needs to be cost
effective and in the favor of public transport modes. Following are some proposed strategies for
the same:--
1. Analyze and evaluate the level of performance of the transport system from the
perspective of different group of people.
2. Discover some new designs for the roads that should be walking and bicycling
friendly.

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3. Try to re-allocate the road space to make it more prone for used by any type of
vehicles, from bicycles to heavy loading trucks. Roads having different lanes for
these vehicles may be used to accelerate the transportation and minimize
pollution and save fuel.
4. Introduce some new vehicles that should be nature friendly and affordable. A
most common type of such vehicles may be battery running or CNG
(Compressed Natural Gas) vehicles, which produces less pollution. The Delhi
administration has properly adapted to CNG running public transport buses and
other vehicles and has decreased the extent of pollution to many folds.
5. The attention must be shifted to repair and construct a new secondary road
network for the city within low income and poor areas. This way these areas
should be connected to the main network of the city.
6. Encouraging some of the biggest companies of Silicon Valley in Bangalore; to
improve the infrastructure of the transport system by either financial or
reconstruction works.
7. Implementation of some kind of regulatory reform that should be aimed at
providing high quality services and lower production costs.
8. Breaking the monopoly between MTCs (Metropolitan Transport Corporation)
and developing the market for the public transport that should be capable to meet
the demands of low income group.
9. Increasing transparency among the various levels of MTCs revenue generation,
so that the corruption among the organizations should be minimized and revenue
should be used properly for the development of the transport system.
10. Focusing on bus based rapid transit lines that have a publicly owned
infrastructure and a provision of providing concession based passes to the people
living in minor regions of the city.

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11. Ensuring that the new transport system has provision to employ rapid public
transport modes.
12. Promoting low carbon transport in India and making a metro rail transit like the
Delhi’s Metro rail for maintaining the traffic on roads.
Implementation Strategy for the Proposed Alternatives
Chennai and Bangalore both need a proper makeover of their urban transport
infrastructure. The very first motivation for the makeover has been the ongoing investment for
building proper roads in the cities. Indian government is made up of two levels: centraland state
level. The central government has been running many development programs for building proper
roads throughout India like the Rajiv Gandhi Sadak Yojna. The state government can ask for the
financial help from central government to invest in the road development in both cities. In
moving forward,these types of investments need to support the urban transport policy. Although
Indian public organizations have tried to develop many comprehensive urban transport strategies,
but there was a little attention by the governing authorities on this issue. The main reason for this
ignorance was the lack of attention to provision of facilities for public transport. The public
transport is basically run on the contract basis and the state government announces tender
applications for the private bus owners to run the transport services on contract basis. Now, the
private bus owners increase the rate of fares to compensate for the amount that they have invested
to get the tender. This is the main reason why the local public is not willing to travel through
buses. If the state government needs to improve the public transport, then they have to buy some
buses on their own and then hire some drivers for running them. This way the fares of travelling
from the public transport buses should be minimized and the public would feel affordable to
travel on public transport.
Chennai and Bangalore both have been going through a major transition in population
and economic growth due to the growing number of IT and outsourcing services companies for
the last 15 years. Although these companies have played a major role to provide job opportunities

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and higher salary scales for the local residents, but they are unable to amalgamate with the
existing manufacturing companies that have been working since independence. This created a
mishap in the transport system of both cities. Some major IT companies have a high revenue
generation from these cities and they have built an excellent infrastructure in Silicon Valley and
other such IT hubs in Bangalore. But the other suburban areas are unable to attach directly with
some high tech areas of the Bangalore due to lack of proper transport system. The state
government can make a joint effort with the major IT companies to build a proper transport
system near the IT hubs and join other suburban areas of the city with them. This should not only
ensure a proper transport system, but the new employees of the companies would be able to reach
their destination easily, thereby increasing the productivity for their respective companies.
With the increasing number of vehicles on the road, we now need an alternative like a
metro transit rail system for both cities. Metro rail is rail based on MRT (Mass Rapid Transit)
systems that can work simultaneously with the main transport system without disrupting it. A
most influencing example of the Metro rail system can be seen in Delhi. These rails operate on
the right of way rails, which are either underground or on the flyover based system. These rails
generally operate at 20-35km per hour and have a high capacity for passengers (from 50,000-
75,000). One of the main reasons of successfulimplementation of Metro rail in Delhi was that a
public subsidiary was being made called DMRC (Delhi Metro Rail Corporation) for building and
applying the system in Delhi. This ensured the quality and affordability of the Metro rail transport
system. Another reason for the success of Metro rail is that the stations are very near and anyone
living in the vicinity of these stations can easily catch the train. This has improved the overall
transport in Delhi and other suburban areas and now people are willing to travel through Metro
than their own vehicles or bus. The fares between the stations are also affordable and any person
can now easily travel from this public transport system easily. A 5-10 year plan should be put
forward by the state government to provide these facilities to the local residents (Goel and
Tiwari).

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The World Bank has been providing financial and strategic help to the public
administration of both cities to make them better. The Bank’s Country Strategy1
has been a major
contribution to provide strategic help to urban transport. According to the World Bank, urban
transport in India is a high risk sub-sector with limiting responsibilities with weak fiscal
capabilities of local bodies. It may come as a high return investment for contractors,especially if
an emphasis is being provided for improving the overall infrastructure of the system through mass
transit and flyovers. So, the Bank is willing to provide support through pilots that are
incorporated into providing support for broader municipal reforms. The World Bank can select
some minor projects in the first phase like traffic engineering, management, accessibility to
suburban areas,and bus ways. IFC (International Finance Corporation) can also play a major role
in providing support in the area by investing in the infrastructure development companies that are
willing to construct and operate urban transport infrastructure.
The policies that were reflected in the Country Strategy of the World Bank are agreed to
the guidelines for the Bank lending in key sectors. This policy includes the support from
Analytical and Advisory services (AAA) and has the following key features: --
1. Support to statewide urban policy that should be aimed to clarify the roles in
urban development.
2. Enhancing the quality of municipal management, thereby including capital
planning, budgeting, and financial management.
3. Providing a commitment to institutional reforms to provide a city wide transport
management.
4. Enhancing the public corporations and organizations for the development of
proper roads and other transport facilities.
1 India Country Assistance Strategy,September 14, 2004 (Report No. 29374-IN).

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The direct involvement of World Bank can be a great opportunity for the development of
transport system in both cities. Its direct involvement in the growth equity can rebalance the
financial condition, thereby providing an added weight to the equity camp. Secondly, the Bank
can provide loans and fund the planning for strategic transport development in the cities. Finally,
the implementation of selected projects can provide an immediate benefit to social sectors there
were earlier being neglected in the recent transport strategy.
The table below shows the 8 projects, which defines the agenda of policy and for
investments put forward by the Country Strategy of the World Bank. Those were the current
series of Bank funded projects in both states,i.e. Tamil Nadu and Karnataka,where the cities are
located. The table does not show any combination of policy to investment strategies that would be
put forward for the funding constraint. The Bank is working with the Indian government to apply
road user charges. The next three parts i.e. primary roads, commuter rail upgrading, and metro
transits are supposed to complete in medium to long term period.
MENU OF POSSIBLE BANK-FUNDED PROJECTS
Investments Policy/institutional aspects Project type
Traffic & parking control,
road and area at-grade
improvements
Re-allocation of street space to
serve NMT modes;
intensification of T&PM
Current state-based urban
projects
Area-wide road maintenance
and/or road improvements on
secondary/tertiary network;
Intro of demand-based
resource allocation; shifting
funds to benefit low-income
communities, local economies
Free-standing UT project or
component in a state road
project
Multi-grade intersections; rail-
bus interchange facilities
Re-allocation of at-grade street
space to serve NMT and UPT
modes
Current state-based urban
projects and/or free-standing
UT project
Infrastructure for bus-based
rapid mass transit
Introduction of concession-
based operations; creation of a
regulatory authority
Free-standing UT project
New primary roads Re-allocation of at-grade street
space to serve NMT and UPT
modes; provision for rapid
transit lanes
Free-standing urban transport
project
Upgrade fleet, facilities of
commuter rail lines and rail-
bus interchanges (Chennai
only)
Creation of Chennai Metro
Commuter Rail Corporation;
creation of a regulatory
authority
Free-standing urban transport
project
Metro-related investment Tandem with financing bus Free-standing urban transport

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MENU OF POSSIBLE BANK-FUNDED PROJECTS
Investments Policy/institutional aspects Project type
(Bangalore only)s rapid transit; test case for
rigorous project preparation
project
None Introduce urban-friendly road
use charging system
National transport project;
structural adjustment loan
Conclusion
There have been some major changes in both cities until this report has been written. The
state government of Karnataka has already announced the starting of Metro rails in Bangalore. A
new public subsidiary organization called BMRCL (Bengaluru Metro Rail Corporation) has
launched the Metro rail services in some of the major areas of Bangalore city. This is a joint
venture between the government of India and Karnataka and the first reach of Metro line was
inaugurated Baiyyappanahali and Mahatma Gandhi road on 20th
October 2011. There are around
19 stations in operation for the Bangalore Metro rail. Recently, a new destination has added to
this vast project that will run underground section between cricket stadium and Magadi road of
the city.2
The Indian government is eager to provide Metro rail services to some major urban
cities of the country and the project is in development in many other cities. Bangalore and
Chennai are going through a major transition after the inception of some big IT giants. These
companies are also building a world class infrastructure in the city. Now, the public organizations
like municipal corporation and transport organizations have to work together to provide a
peacefuland well managed transport system to both cities. All government and private
organizations have to put their hands together for building a brighter future for India and fulfill
the dream of some freedom fighters who sacrificed their lives for our well being (Bureau).
2 As described in the http://economictimes.indiatimes.com/ website.

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Works Cited
Barter, Paul. Making Urban Transport Sustainable. New York: Macmillan, 2003.
Bertaud, Allain. "Urban Air Pollution." 2009. alenbertaud.com. 5 November 2015
<http://alainbertaud.com/wp-
content/uploads/2013/06/Urban_Planning_and_Air_Pollution.pdf>.
Bureau, ET. "Bangalore Metro Rail Corporation to start trial run from Magadi Road to
Stadium soon ." October 2015. economictimes.indiatimes.com/. 5 November 2015
<http://economictimes.indiatimes.com/industry/transportation/railways/bangalore-metro-
rail-corporation-to-start-trial-run-from-magadi-road-to-stadium-
soon/articleshow/49238091.cms>.
Goel, Rahul and Geetam Tiwari. "Promoting Low Carbon Transport in India." June 2014.
UNEP.org. 5 November 2015

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<http://www.unep.org/transport/lowcarbon/PDFs/CaseStudy_MetroRails.pdf>.
K.M., Ananthramiah and Raman V. Urban Mobility for All. Delhi: Balkerma Publishers,
2002.