Bharat Rakshak

Let me explain the overcrowding succintly. Toronto has 70 km of subway and 780 railcars.. Delhi has 96 km and about 350 railcars.

Chicago and Washington each have 170 km of metro and about 1100-1200 railcars. Delhi by October will have 190 km and about 780 railcars.

DElhi network is growing rapidly and railcar production is barely keeping up. The problem will solve itself .. after a certian point track construction will take a breather and railcars will cathc up.

Conclusions Performance Audit by CAG


Even though the ridership is about 29% of estimates, trains are jampacked. How come? Also, the report does not mention shortage of rail cars.

Track construction at Delhi Metro is not going to take a breather soon - the network will expand from 190-200kms to 450 kms by 2016, and probably stabilize around 600-700kms in 2021. They've progressively upgraded their network master plan; a lot of what went into Phase 2 was not originally envisioned, but traffic trends forced them to expand their original goals, something that will continue. All this means that depending on the route length topping out is a bad idea - we need local trainset manufacturing capabilities and need to ramp them up to support a minimum of 6 cities with between 150-600kms of network each, plus smaller tier cities. The Bombardier plant in Gujarat is a good start, but we need local manufacturers too.

The Mass Transit topic is a one very close to my heart. When the NDA government was in power, ABV cleared the way for a totally indigenous, safe and low cost Mass rapid transit system, the Skybus.



I followed the Skybus in very fine detail .The Skybus is the idea of B Rajaram the same person who invented the Anti Collision Device used in Konkan Railways. Though he would need no introduction, his bio is as follows:




Currently, the Government of India and various state governments are providing vast amounts of money for the Metro and the Monorail. However, Skybus is completely out of favour with not a single state committing to it. When it was being talked about in the NDA days around 2001-02, I saw a detailed presentation along with explanations on how the Skybus could not only better the available technologies for Mass Transit – the Metro and Monorail – it would also generate better use of space on which it is being constructed. At a cost of 50 paise per km for the commuter, it was supposed to be the cheapest at that time.

After the NDA was voted out of power, and UPA 1 came to being, B Rajaram and Skybus too fell out of favour. On a personal level, B Rajaram himself is what we would call an Indic, Sanatan Dharmic and definitely BR material! Perhaps like the foolish MP of the Congreess labeled Kargil as BJP’s war, Skybus too became “ BJP technology” and let it be said, Rajaram himself , through wink wink - nudge nudge ways of the powerful babus, was labeled BJPwala in the powerful corridors of babudom. Also, it is not hidden from those in the know that Skybus was scuttled from within by lobbies that wanted systems like the Metro and the Monorail to be the preferred transit system. Though, B Rajaram wouldn’t name him publicly. Also since the person is such a *celebrated* figure in mass transit circles, naming him is of little use. But it is no secret who did the job!

Coming back to Skybus, it should not be implemented just because it was developed in India. It must have been implemented if it met the needs, was inexpensive, and generated revenue better than existing mass transit systems. Moreover, if we implemented an innovative technology in India first, we could have taken the same to different parts of the world. Much like what is happening in the Telecom sector. But if the same is not provided space in the host country itself, how would it be tested elsewhere? In the official site for Mumbai monorail, I read that it is going to be rubber wheel based, which means a low passenger load of maximum 15000 -25000 passengers per hour per direction at schedule speed of 31 kmph; which is half the capacity of the Skybus at highercost! The Monorail will be 20 km in the first route that is Jacob Circle- Wadala-Chembur for around 2460 crores. The Chennai Metro will cost 14,600 crores for the two corridors totaling 50.1 km.

Here are some links to focus more light on the issue:

Skybus PPT:

http://www.atrilab.com/files/SkyBusHyb260505PPS.pps

National Geo video – Hindi :

http://www.youtube.com/watch?v=BDKAeIYo91c


Official Channel – Skybus Hyderabad Metro:

http://www.youtube.com/watch?v=B5qeL4vvOy0&feature=fvw

On his official channel at youtube, Rajaram replies to comments and here are some of his comments








Finally, a must read article on Monorail versus Skybus in Sucheta Dalal’s magazine:
Read in full.





I wonder if Skybus can be granted a trial run in Gujarat. (Honestly, I do not believe it will get a say in the Congreess ones, apologies to bring politics in this topic, but no topic is devoid of political overtures.) Perhaps members who are on business communication terms with the Gujarat government can take it forward. Maybe we will see the same in this decade.

^^^ Pretty sad. I hope he can secure private-sector investment to continue the work of Skybus.

The mass transit sector in India is now game to two hugely influential groups lobbying for contracts - the Metro and the Monorail consortium, even as their project viability and revenues come under question. Both try to push each other out of the game.

So here is another article on Mumbai Monorail from today's news...


Monorail to carry less, cost more than Metro

when the monorail struggles in KL , I dounbt it will work in the heavier traffic of mumbai.

At peak hour in KL I have waited 4 or 5 trains before being able to get in so good luck in mumbai.

But maybe it will get some crowd of the streets.

anyway hope they all work out - the poor city needs tons of mass transit.

IIRC the 'fumble harmer' of Karnataka, Deve Gowda also had made a ruckus when Namma Metro was still in its conceptual stages. Deve Gowda wanted to have a Mono Rail instead of a Metro. And with Gowda's know how of things, I dont know if he can spot the differences between the two.

AjayKK saar, the SkyBus is a truly sad story indeed. There were rumblings earlier on about the KCCI wanting it implemented in Mangalore and it was in line to be implemented at Kochi as well. But what finished off the project was a fatal accident during its trial runs in Madgaon in Goa in 2004.

While the rationale for the need for a SkyBus in small cities like Mangalore and Kochi 5-6 years ago certainly would have been open to debate, the 'other' faction only needed an excuse to bury the project, and the unfortunate accident provided them one. Bigger cities moved on to 'bigger' stuff like metros and monorails.

Even today, any one travelling on the Konkan Railway past Madgaon can see the SkyBus prototype railcar hanging from the Test Track right next to the Madgaon station and just rusting away. It is indeed a sad sight to see for patriotic Indians.

Some Links (most are dated/old):
KCCI wants Skybus in Mangalore by 2010
KRC hopes to survive Skybus mishap (Also mentions some interest shown by Pune at the time)

Fumble Harmer's technical skills and knowledge are unparalleled. IIRC, he very famously railed against the T-90 deal - no, not by advocating Arjun but by proposing procurement of T-72B or some such variant instead (which was probably vaporware back then/even now).

The Sky bus lacks capacity. I think it is 28K people per hour, as compared to 60K for metro. In stead of Sky bus, it makes more sense to have dedicated bus lanes.

what is this mulling over extending connectivity to airport??

which half decent modern airport in the world exists without a train connection to the nearest city??

Not only that, but the Mumbai authorities really need to do a real "cleaning" job of the river that runs through the Mumbai airport. It is the single reason and source of the terrible smell that affronts the olfactory senses of visitors and tourists when they enter India for the first time through Mumbai.

As of now there is no rail connectivity to the International AP at Bengaluru. There is a single-line, non-electrified route from Yeshwantpur to a place Doddballapur which is near the airport. There was a plan to run commuter trains (either normal passenger trains or MEMUs) on this route. There was also a plan to put a new line from BNC, which would join the line coming from YPR. All it required was the military to give up some land. The land required for this line, would be exclusively military owned land. AFAIK, both the proposals just remain that - proposals.

Sachin

my point was that they should have been thinkingin parallel with the airport construction

Existing airports I can understand - all new airports they better think together

Let us consider the viability, revenues and passenger per hour per direction of the Delhi Metro. The DMRC is the sole consultant to many state governments in India to draw up plans.

The Delhi Metro Phase 1 was completed at a cost of Rs.10, 571 crores for 65 kms. that means, a per km cost of around 165 crores. At this exorbitant cost, serious questions arise over its sustainability. The Delhi metro in 2009 carried 0.85 million passengers everyday. For a metro with seventeen hour operability, it translates into 50000 passengers per hour. However, these 50000 passengers per hour are on three diffferent lines. So the basic criterion of 60000 passengers per hour per direction is simply out of consideration. The average passengers per hour per direction would be around 20-25000 at anoperational speedof less than 60 km per hour.

The Delhi Metro largely depends on revenue from non-operational sources. For the financial year ended March 2008, the Metro reported operating revenues of Rs. 305.27 crores and a profit before tax of Rs. 19.98 crore. It estimates around Rs 390 crores revenue in the year 2009-10. The Delhi metro has been provided soft loans - hundreds of crores - at extremely low rates by the Japanese development assistance program, namely JBIC and the JICA. Real-estate development, on the land provided to it, accounts for more than passenger revenues. If this model is to be followed, all Metros will have to be sustained by commercial development of land banks, to be provided at below market rates by the state government. Is this to be our model of mass transit, huge loans at low rates to DMRC and land banks for viability? After adjustment of interest and depreciation will the DMRC leave a white elephant behind which tax payers of the country have to subsidise (Paging Vina..) at their expense!?!

Proposals for the new airports are political decisions that allow enough time for slimy politicians and snake oil salesmen to acquire the surrounding land cheaply and make a killing thereafter.

BIAL is a very well illustrated case.

Running rail links will cause these jokers to lose valuable land and get compensated only at the low government rate of compensation.
Hence the extreme reluctance and frequent googly bowling by entrenched political families and friends.

Just a brief report. Had to visit Rajiv Chowk on Saturday and was duly impressed by Metro cleanliness, punctuality and comfortable ride. The eye candy really lived up to the hype and full marks on aggressive dressing and approachability. Though in this case, yours truly was approached by couple of said eye candies about some information about Metros/Noida that they somehow thought I was capable of providing
A group of firangs was also there and large number of people seem to have moved away from staring/gawking at them like alien species. White skin on display wasn't such a big deal for them (well, a few had expression on their faces though)

Widen Mithi or forget development



Seems it will be imperative that a clean up will be done once the slums are booted out.

And is there an even distinct possibility in the near future that they will?

It seems that only a tragedy emanating from those slums will spur the authorities into clearing them. Besides, cleaning the Mithi will be like declogging a drain that will soon be clogged up again with the waste from the slums flowing into it.

Namma Metro coach design to be finalised next week



The coaches better be exceedingly excellent!

Mumbai Metro's Rolling Stock. Looks cool.

Really dislike the purchase of Chinease trains. They have only 8 years of experiance, and their products are probably not any better then what can be made domestically.

Strangely, Mumbai's infra elements seem to keep coming out of China. First, BEST decided to go in for King Longs (badged Cerita) when everyone and his uncle was buying Tata-Marcopolo, AL and (India-built/assembled) Volvo B7RLEs. Heck, even private operators down south have given up on King Longs, so the decision was a bit baffling. At least NMMT went the Volvo way thankfully.

Mumbai's metro rolling stock too is coming out of China now instead of BEML or (again Indian-built/assembled) Bombardier ones.

BTW Reliance's reliance on Chinese stuff can be seen across the board. Chinese equipment for power generation, EPC, telecom equipment and now Metro Rail rakes. Apparently they are the single largest importer of Chinese made power equipment in India.

ADAG's 'success' seems to be built on Chinese made goods nowadays.

Then it is time to stop giving sops and subsidies to Reliance. They are getting way too much freebies for my taste.

The oldest SkyBus(called monorail in Germany)

Hopefully the babus evaluating what type of mass transit to sanction for funding, get some inspiration from this time tested service.

There is yet another line from KR Puram to Yelahanka (passes behind the Wheel and Axle Plant) and goes on to meet the Yeswantpur line here, any BG railway link will have to take new land from the military because BSF, IAF, Indian Army, Paratroopers, Civil Aviation all own land between the Int'l airport and Yelahanka. The other option is a elevated High speed Std Gauge link from Intl Airport to Hebbal Flyover, if they are able to build beyond the Hebbal flyover area, then they could take it to Mekhri circle or Palace Orchards. This HS rail should be able to make the 32 km journey in 10-12 minutes.

'Broke' govt asks DDA to fund Metro Phase III

http://indiatoday.intoday.in/site/Story ... e+III.html



Our Metro policy relies on soft loans by Japanese to the construction company which is then offset by leasing or handing out prime real estate land. It seems that his model may well turn out to be unsustainable in the future.

why? I was under the impression that a project such as the metro relies on operational profits to pay off the debt.

If the government's broke because of the CWG, once the games are over, the government will be able to get back on track.

DMRC: Property Development

http://www.delhimetrorail.com/corporates/propertydvp/background.html



DMRC Earning High from Property Development

http://www.indianrealtynews.com/real-estate-india/delhi/dmrc-earning-high-from-property-development.html




A K Bhattacharya - Business Standard - In defence of Metro

http://www.business-standard.com/india/news/a-k-bhattacharya-in-defencedelhi-metro/331266/



It is an efficient transport model, only the money part is a bit of a trouble. Will all metros by the same company follow the same model? In case real estate development is not viable, then the metro may be reporting negative income?

Given the high capital costs and the high cost of operations/maintenance I don't think any metro in the world, especially in the developing world can be viable just on ticket sales alone. As such there shouldn't be any problems if property development at stations and along the route funds part of the expenses. And isn't this the very same model which the Railways hope to exploit, especially at nodal stations? However, the problem is that this kind of model can be easily misused if proper oversight is missing. Think Maytas and its Hyderabad Metro proposal.

Personally I think they should impose an extra property tax, where ever new flats are developed that is near to the metro (or an extra 2% when ever a sale takes place). It is unfair that the porperty owner can harvest a handsome gain in value, at the expense of the government.

Imagine a new undeveloped area (greater noida for example). If you build a metro which is 15 km and has 14 stops, the cost would probably be 3750 crores (250 crores per km).

Let us say 5000 crores. Now divide that by 15 and you get just 333 crores. Now if you have 3000 flats built up near each station and tax them 2 lack "metro tax" for being near to the station. The revenue will be 600 crores. per station. Or a whooping 9000 crores for 15 stations. Use the 5000 crores on the line and spend the rest on metro/feeder bus lanes.
Who would not pay another 2 lacks to purchase a flat near a metro station?

Just imagine the value addition to commercial property near the metro station? Offices, shops, etc.