The Greater Kochi Metro Corporation has confirmed that the road along the 11.2-km-long Phase 2 corridor connecting the Jawaharlal Nehru Stadium to Infopark will not maintain a uniform width.
This revelation, made through a Right to Information (RTI) response, has raised questions about potential traffic congestion and the overall efficiency of the Pink Line project. According to the RTI reply, land acquisition along the stretch from Palarivattom to Infopark has resulted in varying road widths, ranging from 22 to 26 metres. Notably, an additional 2 metres on either side of the road has been allocated for drainage construction, further contributing to the inconsistency in road width. The corridor’s alignment, as stated in the RTI reply, follows a zigzag pattern, with specific stretches such as Alinchuvadu, Chembumukku, and Vazhakkala having widths narrower than 20 metres. This irregularity could pose challenges in addressing existing traffic congestion, which was expected to ease with the metro’s construction. Urban planning experts have highlighted the need for a comprehensive assessment of the potential impact on traffic flow. A senior official from the Centre for Urban Mobility Studies suggested that a further study is essential to determine if the narrower sections could create bottlenecks, especially during peak hours. The official also emphasised the importance of integrating multi-modal transport systems, such as dedicated bus corridors, to complement the metro’s functionality.
While the RTI response clarified that no special concessions were granted to landowners during the acquisition process, it did not address how the varying road widths might affect the project’s long-term sustainability. The design appears to have prioritised land availability and existing infrastructure over uniform road expansion, raising concerns about future congestion and the effectiveness of traffic management strategies. A KMRL official involved in the construction of the Phase 2 corridor stated that the entire stretch would maintain a minimum width of 22 metres, except for the Padamugal-Kakkanad section. This area, the official explained, is less prone to heavy traffic as it functions more like a one-way system. However, this assessment has not fully satisfied urban transport experts who argue that even less congested routes should be designed with future growth in mind. The uneven road design could potentially undermine Kochi’s broader goals of creating a sustainable, zero-carbon urban environment. A consistent and well-planned road network is critical for reducing vehicular emissions, improving air quality, and enhancing the city’s resilience against climate-related challenges.
Critics of the current approach also point to the importance of inclusive urban planning that considers not just vehicle movement but also pedestrian safety, cycling infrastructure, and public transport efficiency. The inconsistencies in road width could limit the city’s ability to implement these eco-friendly, sustainable transport solutions effectively. As Kochi continues to expand, the Metro Phase 2 project stands as a crucial component of its urban development strategy. While the metro is expected to reduce reliance on private vehicles, the accompanying road infrastructure must be equally robust to support this transition. The current design, with its variable road widths, may require future adjustments to align with evolving traffic demands and sustainability goals.
While the Kochi Metro Phase 2 is a significant step towards modernising the city’s public transport system, the uneven road design raises valid concerns about its long-term impact on traffic flow and environmental sustainability. As urban planners and policymakers move forward, balancing infrastructure development with ecological and social considerations will be key to shaping Kochi’s future as a smart, sustainable city.
