Hi, Namma Metro is geared up for Phase 2A and 3. Mr. Sivasailam is very eager to start work.
Just read article in hindu today please find the link http://www.thehindu.com/n...
Under Phase 2A, the Gottigere-Nagavara line of Phase 2 will get extended till the international airport, a distance of 23.37 km. Also, another 33 km new line will connect Yelahanka in the north and Sarjapur in the southeast under Phase 3. The Outer Ring Road (ORR) will be covered by the metro network (64.37 km) under Phase 3 with the line being proposed from Hebbal to Bannerghatta Road via Central Silk Board, Ganapathi temple, Bannerghatta Road and back to Hebbal.
we have seen the delays in phase 1 and phase 2 just got the clearance,,,and now phase 2A and 3 connecting BIAL (Phase 2A)hope they start all the phases's simultaneously....and keep the dead lines..
Regards
kamal
ಈ Blog entry ಅನ್ನು ಸ್ನೇಹಿತರಿಗೆ ಕಳಿಸಿ
ಪ್ರತಿಕ್ರಿಯೆಗಳು
Sarjapur road included!
Oh - finally Sarjapur road is getting covered. Good.
New network of 151 km
From the same article:
So, 151 x 240 Cr = ~ Rs 37000 Cr.
For total length of 265 km, we would pay 66000 Cr in all.
I wonder if it would make sense to kee Metro focused on CBD purely to cut costs, and focus on BRT and Suburban rail in the areas within Outer Ring Road and Peripheral Road.
Why have Metro articles not been focussing on the cost and payback time angle? Why does cost and profit talk come up only when BMTC and Namma Railu are discussed?
Cost of shifting City station to sub urban area?
Just wondering what would be the total cost of
More than 37000 Crores?
I think its time to start talking about capping Metro expenses and focusing solely on cost efficient surface based mass transit options for beyond-ORR areas. The topic is at least worth a discussion to hear expert opinions to get reassured on the economics of the expansions.
What is the strategy here?
On the one hand they keep coming out with more plans to make ORR signal free and spending a few thousand crores on that plan. Then there is this plan to run a metro all along it.
If the idea is to serve the big IT parks on the eastern part of ORR that Yelahanka --> Sarjapur (?) line can run along the ORR starting from Hebbal, intersect with the Nagavara-->Gottigere line for people who want to go on to MG Road and intersect with the Reach 1 extension at Byappahanalli for those going to ITPL. For most of the western parts of ORR the Phase 1 ( Chord Road parts) reaches are close enough.
This either sounds like one of those grand plans to show the people of Bangalore that the government is going to solve all their traffic problems at any cost or it is quite a big waste of capital. And for the next 20 years the city will look bombed out.
As SB says - there seem to be different yardsticks for different projects. Bus stops need to be self funding based on ad space; same for skywalks.
On the edge stations - that will work as long as the trains are made to run through the city. E.g. Mysore trains start from Byappanahalli or Devanahalli and Chennai trains from Kengeri. Otherwise we will have all these passengers boarding other forms of transport to cut across the city which then defeats the idea of decongestion.
Drive safe. It is not just the car maker which can recall its product.
Ph-2A & 3
Ph-2A & ph-3 routes appear to be a combination of mass transit recommendations from CTTP-2007. The idea may be to explore metro
options along the various routes & to prepare the ground for ph-2 construction work to begin: some provisons will need to be made before ph-2 construction begins, should the need be there for further expansion (after ph-2). Thus, they may be checking viability with DPRs rather than waste time later.
This suggestion is similar to the concentric rings recommendation for bus zones posted by you some years back rather than dividing them into various sectors that cut through the city. It is not practicable as there will be needless inconvenience for people, forcing all to shift from one mode to another. People are known to protest even to change city buses.
Hence, suburban trains need to cut across town just as metro trains need to ply & reach outer fringes. For example, if one needs to go to whitefield, does he have to change from metro to suburban at Baiyyappanhalli? Or if one arrives from Bidadi & is destined to SBC, can he be expected to change over to metro at Kengeri? Commute times & costs for people would increase & this is why all systems need to cut across the city to minimize delays & travel costs. For similar reasons, it is impractical to treminate inter-city trains at 'edge stations', though they can be made to go past city to periphery on the opposite side.
Perhaps because metro is a new entrant & its economics are less understood than bus & suburban rail systems that are almost always
known to bleed (BMTC /KSRTC making profits is an exception rather than the rule). Kolkata Metro is in the red (ph-1 is part of IR), but DMRC is generating about 26% of it's income through RE commercialization in addition to other revenue streams - this has made it profitable. RE revenues for SMRT S'pore & MRT Hong Kong are even higher.
Source
Phase 3 will take atleast 15 to 20 years to complete
Phase 3 will take a long time, as it is mentioned in various sources itself. Please check this site.
http://www.deccanherald.c...
Glad to know that, Yelahanka, which missed the phase 2, has finally got its share on phase 3. Also, since space availability is good, except for Jakkur Aerodrome, it shouldnt be much difficult, But in the next 15-20 years, we expect many properties to come up in open areas, and then, things would get difficult.
I hoped that the project gets started at the earliest, and completed within 10 years.
Till that time, commuter rail could be used
Till phase 3 is complete, commuter rail could be enhanced.
Srinivas - Please find this thread
http://praja.in/en/blog/naveen/2009/08/03/again-hsrl-or-metro#comment-35620
Basically, sustainable transport needs to be used wherever possible such as commuter rail and BRTS. Metro is a precious and expensive tool in Urban Transport and should be wisely used.
What we need is a Circular BRTS between Silkboard & Hebbal, also partially covered by the Commuter Rail if new stations are opened.
Circular Metro should be planned for core city acting like a self trunk and a feeder to other trunk routes.
Map proposed by me for this for reference again here. There could be variation which could be commented more by the local residents of those localities.
https://mapsengine.google.com/map/edit?mid=zAEF7AqsN_fk.kWllRQ9wSjYA