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Do We Need Bommasandra Line of Metro Starting from Jayanagar
Written By Vasanth - 29 August, 2013
Bangalore Route Jayanagar Analysis BMRCL Metro Rail Bommasandra
With the recent announcement of Elevated Road from Jayadeva to Silkboard via BTM, which is the main bottleneck on the Outer Ring Road, I was thinking is the Metro investment worth here.
From Banashankari III Stage, till Jayadeva, on the main road, buses reach within 30 minutes. Some time wastage is encountered near Banashankari Bus Stop and Krishna Sevashrama Hospita for busesl. Bottleneck starts from Jayadeva to Silkboard. It is OK till Advaita Bunk during non-peak hours, only after that, near AXA Building and the lake road entrace is the main bottleneck. Private cars and vehicles take internal roads till Jayadeva via Monotype and Jayanagar 8th Block and can reach there within 20 minutes with only 1 signal near MindTree/Monotype. Thanks to internal wide roads forming blocks within Jayanagar.
With the elevated flyover from Jayadeva to Silkboard, one can cover BTM in around 5-10 minutes as it is just 2.5 kms. A private vehicle or even a company shuttle could reach Silkboard from Banashankari in around or less than 30 minutes.
Again, on the BETL, one can reach Electronic City within 10 minutes and road below in around 20 minutes. A total commute from Banashankari to Electronic City takes around 1hr - 1hr 15 minutes. With this flyover in BTM, it could come down to as low as 45 minutes and for public transit buses around 1 hour. Now the question comes, how fast the Bommasandra Metro Line could cover this distance. It should be not less than 30 minutes.
People from Banashankari Area / Western Bangalore could easily reach Electronic City / Bommasandra. Problem is for those who stay North of Bangalore such as Sahakar Nagar / Rajaji nagar / Peenya. For them, now they have to take N-S line of Phase 1 Metro and take an interchange in Rajalakshmi Kalyan Mantap Metro station.
Again, there is one more question, why an interchange station, why not a junction and have both Kanakapura Road trains and Bommasandra trains to start from Peenya Depot. This is a complicated station design. Land issues are popping up as well along with an unwanted changeover for a commuter. In cities like NY , multiple subway lines use common tracks in core city. Why not similar arrangement.
Coming back to the route, this will be a very round about route for a North Bangalorean travelling to electronic city / Bommasandra.
Other alternative could have been to branch out N-S line of Phase 1 after market station and travel via Hosur Road and second alternative was to branchout Bannerghatta Road line at Dairy Circle to Electronic City.
A signal free corridor is under consideration between Banashankari III Stage till Silkboard on ORR. There are two parallel arterial roads between Banashankari III stage, the core ORR and the Marenahalli Road. Marenahalli road is primarily used by city buses. We could have used dedicated bus lanes in alternate directions here. I will post the maps shortly in this post..
Overall, I think the Bommasandra Line via Jayanagar could have been avoided and could have been used somewhere else.
COMMENTS
my opinion Vasanth, Srinidhi and others ..
silkboard - 29 August, 2013 - 04:36
Deeper discussion is fine, but in my opinion, it may not be worth to argue over route choices as there would be reports and stats available (they can all be made to say whatever you want said) to justify. We should qustion the broader thing - huge funding for next phases, ignorance of other planned modes by whoever is deciding to fund these phases, and lack of updates to what was supposedly the transportation masterplan for us CTTP-2007.
It should be legally valid for us (citizens) to question large expenses that may not have public approval and might be discriminatory (to BMRDA region) in nature. Just that, we don't know who is the party accountable for making spend decisions on transportation plans of Bangalore. :)
Can't promise anything, but trying to reach out to some other groups to see if we can do protests or PIL on this line argument.
Total allocation for PT Infrastructure!
kbsyed61 - 29 August, 2013 - 13:44
Agree with SB about the issues that we need to confront. Phase-1 and Phase-2 of METRO is done deal whether they could have chosen better options will now be only an academic discussion.
What is important now is to know how much GOK is willing to spend every year for next 10-20 years in improving the PT infrastructure? How much of that goes to each project and what are the outcomes of each project? Only than one can say which one makes more sense and if all make sense, than how much each should get? It need not be binary question and a binary answer.
My take is METRO, CRS, BRTS and BMTC restructure all are important and should get equal attention.
Here is the Govt approval for PH-1 of METRO.
Sanjeev - 29 August, 2013 - 14:18
How many of us read the approval line by line of May'2006 by both GOK and GOI with UDD
Please go thru it which was approved at Rs 6400 crore at completion in 5 Years.
http://www.bmrc.co.in/pdf/orders.pdf
It seems, station designa are smaller then Delhi as per approval and even number of Metro Cars per Rake will be less by TWO as compared to Delhi METRO.
So ineffect, Bangalore METRO station design itself is at flaw not considering the long term planning and demand. This may be to cut the corners of project cost similar to Standard gauge against Broad Gauge for METRO of Delhi Ph-1
So capactiy design of Bangalore METRO is far below then Delhi Metro.
I dont need any explaination for the above flaw saying Capital of India and Capital of GOK. Its like saying student in METRO can have better govt education then student in rural.
My question is : Whats validity of DPR saying 5 years completion and project cost of Rs 6400 Crore which was prepared by DMRC.
Now even after 2014, this Ph-1 will not see the completion even at the cost of Rs 13,000 Crore.
Now effect of Currency fluctuation and non receipt of revenue due to not starting operations even after 7 Years.
With further loan from ADB and French Development Agency (AFD) along with HUDCO & Japan Bank for International Cooperation (JBIC).
Agence Francaise de Development (AFD), loan effect BMRC
Sanjeev - 29 August, 2013 - 14:37
Terms of Loan : the loan tenure is 20 years with a moratorium period of 5 years and the interest rate is Euribor +150 basis point.
Can any one explain the interest portion effect on BMRC and with further Rs depreciating against USD & EURO
Sanjeev - 5 September, 2013 - 12:36
Bangalore METRO to learn lot to perform to the expectations of Citizens
http://tripp.iitd.ernet.in/delhibrts/metro/Metro/kolkatametro_ypsingh.pdf
Govts need to keep funding the operations of METRO as the running cost recovery by way of Ticket fare & even commercial operations will not be possible..
Its already incurring Rs 500 Crore loss as per Railway Board Income & Expenditure statement. This will further jump as METRO is getting expanded in Kolkatta.
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