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Controversy brewing over commuter rail, Metro to blame?
Written By silkboard - 21 June, 2012
Bangalore CRS DULT BMRC IDD Namma Railu Commuter rail
Time to indulge in some talk on Namma Railu aka Commuter Rail Service (CRS). RITES has submitted a report to DULT last week. Sources claim that Rs 3000-4000 Crore can give Bangalore a 15 minute lead time commuter rail system covering 200 odd kms of distance. We will validate this once the RITES report is made public. But a disturbing thing we 'hear' now and then is that behind the scenes, BMRC folks are trying to scuttle or trim the scope of CRS project. Pardon me for the loose talk, but sometimes, its best to make allegations in open.
There have been suggestions that Commuter Rail be run as a service that would terminate near Metro stations (or, transportation hubs) in the peripheral areas. One would assume that such thoughts are being pushed by those who want to "protect" revenues of incumbents, mainly Namma Metro.
If BMRC guys are really serious on trimming the CRS down to "terminate on peripheral Metro stations", nothing wrong with that. All I would want to see is a change or extensions in Metro alignments to make sure that they overlap neat and clean with Commuter Rail stations on all peripheral areas - Bellary Road side. Tumkur road side, Mysore road side and anywhere else possible. Because, except for Byappanahalli, don't think any other Metro station is or is being planned with such connectivity in mind.
Best way to kill the Commuter Rail thought is to run these "terminate outside the city" services with poorly designed "hubs" to connect to a Metro station. Lets not even talk about connecting to a Bus station, we know how the simple short distance exchange hubs at Marathahalli Silkboard etc are managed today.
The core theme behind Commuter Rail service is de-congestion through PT corridor - spread people around by promising an hour long ride to the center of the city. Such public transport corridor based de-congestion would ease out pressure on affordable housing, and even help spread jobs out of the city (one can live in the city and go out too, if reliable ride times are promised). And the costs involved are not as high.
- If you work backwards from this objective, the "terminate near Metro" concept doesn't fit unless it can guarantee exchange times (Commuter Train to Metro) of not more than 2-5 minutes. Looking at current Metro / Railway line overlaps, it is not.
- Why is Metro so scared of Commuter Rail concept? There is more than enough demand to meet, especially because there is very little clash with Metro's published plans today. (if referring to the alignment proposed in the widely accepted Namma Railu report)
Those who talk of cleaner and comfortable ride on Metro train forget that despite mostly "old world" buses, majority of public transport users are good with BMTC's regular services. There is no such demand for "comfortable and air conditioned" ride, the idea doesn't need to be forced on commuters who mainly want good enough but reliably timed rides. If "air conditioned" ride has to be the benchmark, even Commuter Rail Coaches can be as "modern" as you want.
Bottom-line, something doesn't fit. We have seen enough to feel that if state government really were to push, Bangalore can get a commuter rail service in a matter of 2-3 years. But if the "loose talk" of Metro guys not wanting the project is true, then one has to look at numbers involved (40 KM in phase 1, in 3-4 years for Rs 11000 Crore and the promise of 200 KM coverage, greater long term impact on Bangalore through real de-congestion, for Rs 4000 Crores) and suspect that big money is the driver behind the preferences of someone somewhere in the decision chain.
My dear BMRC exec team, there is space for both systems, your fears have no basis. If you won't accept anything short of "terminate on periphery" service, then please put your money on the concept and ensure your alignments change to 'really' connect with Commuter Rail Stations. Or, best, just let the Commuter Rails run across cross the central city area with very few stations.
My dear BMRC team, if Commuter Rail is indeed going to eat into your projected revenues, then we need to know that too. Please publish the numbers that are driving your 'fear'. The public needs to know so that we can trim your bulging budgets and alignments.
Look forward to some more "loose talk" on the subject. Because enough is enough, and its time to de-congest Bangalore and increase focus on connecting satellite towns and far flung suburbs when it REALLY is possible to do so..
COMMENTS
Naveen - 12 November, 2012 - 08:06
The fear of CRS neglect due to Metro is not based on personal biases or prejudices against Metro. It was based on information collected during the past 2 1/2 yrs while interacting with various govt agencies.
What information led you to believe that CRS was being neglected in preference for metro? I think the govt is certainly interested in CRS since DULT raised pertinent questions to be included in the final RITES report whilst in the interim, an assumption was made that metro was being favored, isn't it? Wasn’t this a case of jumping the gun too fast?
For 23 Kms, based on WSA figures, Metro will cost anywhere between 3500 Crores to 4600 Crores assuming all at/above grade.
How did you derive this estimate? When metro airport DPR is out, accurate costs & other information will be known. Till then, I don’t think speculations can be made based on what RITES /WSA reports state since it may be way off the mark.
CRS and airport express would be competing for funds. with the BMRCL influence on the GOK and may be bigger bite the politicians can get with new infrastructure, guess which option will get first priority
I don't think they will be “competing” for govt funds. Since CRS will be cheaper & feasible more easily with existing infra, govt will most likely clear it. Both might materialize since we have a unique problem with airport too far from a city that also has excessive congestion, even by Indian standards, probably the longest road commute time to airport for any city.
Total Airport Ridership estimates: By 2011 - 40,000; By 2021 - 90,000 Source - DPR for HSRL by DMRC, 2012 Rites Report.
These numbers are for a dedicated, non-stop HSRL & not for metro that inter-connects with other metro routes & then speeds up probably past Nagawara - the numbers for this service may be much higher & a better informed projection should be in the DPR.
But we already have land at grade is my point, what else will the metro be building at grade? tracks? build it in IR space why spend on fresh land acquisition?
I don’t think this is solely dependent on the assumption that land is already available with IR. Needs & conveniences for all sections of commuters is primary. Existing IR land will be needed for developing commuter rail services to various destinations as also future track expansions for inter-city trains. If dedicated commuter airport rail infra is planned, it might involve expensive land acquisition since 10km of track lies within ORR. Besides there will be additional costs for the longer track distance by abt 15km.
No decisions can be taken until all relevant issues are fully understood including cost /benefit analysis. The likelihood of lesser ridership with increased /circuitous route length for CRS & if at all it will attract urban air passengers (due to longer commute time) & any other obstacles it might pose for running CRS to other destinations will no doubt have to be considered.
heavy luggage is not allowed on any metro, even if they make an exception on the airport line only it defeats the whole purpose for one has to take the bus/taxi til the airport line even if they have a metro running next door.
Not necessarily – luggage scanners are planned in stations (installed on reach-1 stations, but not in use yet) & similar scanners can be made available on other routes & stations. Further, remote city check-in may also be planned - we will know details when the DPR is out.
Imagine what mysore/mandya/bidadi, tumkur, cbpur & Hosur/EC/ORR/ITPL belt can do to airport traffic…Against airport metro line we can file as individuals
Metro can do well for city /urban air passengers & CRS can do well for suburbanites – both have merits. I think these arguments favor only CRS & against the metro, neglecting other equally larger sections (probably higher numbers) that have access to metro but not CRS. Threats with PIL will only be counter productive. The objective is to ensure CRS comes through & there isn’t any reason why it won’t, given the benefits it can usher with far lesser costs.
On a related note hows the Delhi airport metro line doing?
The ridership was 20k per day (almost same as reach-1 of namma metro now) before it closed down for repairs. It is expected to reopen soon. Fyi Kolkata commuter train to airport is performing much worse with abysmally low ridership, sometimes in single digit numbers & now, there is only one train in the morning & another in the evening though that city has very large number of low cost flights that cater to migrant workers in Bangladesh, Malaysia, Singapore, etc (unlike Bangalore which has a very large proportion of business travelers). So, whilst these are indicators, all aspects relevant to Bangalore need to be scrutinized before conclusions are drawn.
Anyway, for Bangalore, I think both (i.e. CRS & metro) will have sufficient numbers, given that the airport is way too distant & takes far too long for people to reach by road + cost for bus commute is high.
kbsyed61 - 12 November, 2012 - 15:53
Naveen,
One thing about numbers is they don't lie. It is different matter whether we would to accept them or reject them. You are right with biases, we tend to reject the numbers also.
How did you derive this estimate?
Source # 1, BMRC Website (View it in IE Browser)
Phase-1, 42.30 Kms of Metro Network (East & West Corridors),
Total Cost 11,609 Crs, which translates to Per KM cost of 274.4 Crs.
Of 42.3 Kms, 33.48 Kms is elevated and 8.82 Km underground.
Source # 2, 2012 RITES Report on CRS (Final Version)
Page 21, Sec 3.4.1
"...Cost of construction of a metro system per kilometre is around Rs. 250 Crores for an elevated system (as per WSA reports) and Rs. 350 – 400 Crores for an underground system..."
Elevated Metro system - 250 crs per KM
Underground - 350-400 crs per Km
My numbers for 23 Km Metro Line to BIA
My numbers were based on BMRC's own words reported in news "...The Corporation suggested the Central government that the proposed Metro corridor from Gottigere to Nagavara be extended up to the BIA, under phase II..."
The distance between Nagavara and BIAL is anywhere between 23 - 27 Kms. I quoted a figures of 3500 (23 x 150 crs) to 4600 Crorers (23x200 Crs). Actually I am quoting less than what the above 2 sources have recorded in their respective official documents.
Yes, if the choice is for Metro Line to BIA over approval to CRS, my vote is for CRS first. But if govt is keen on both projects, no problem, we all welcome it. As the saying goes, Sone-Pe-Suhaga. But certainly I am not for chosing Metro BIA Line over CRS.
I too would like to be overly optimist like you about GOKs interest in projects like CRS. That is the reason, my self and other Praja members have kept on this campaign alive and kicking. If we had listened to SWR's, IDDs informed opinion in that 2010 Roundtable Conference at CiSTUP, we would have stopped our efforts post meeting with Chief Secretary.
But this optimism will soon fade if the 2012 RITES report is let to start collecting dust in DULT due to IDD's indifference under BMRC's weight. GOK's seeking of approvals for HSRL and metro's Phase-2 & 3 from Union Govt at lightning speed is proof in Black & white highlighting the interest shown for CRS.
Believe me, if DULT had not shown interest, even the 2012 RITES report wouldn't have been out. Full Credit to the Commissioner of DULT for persistently pursuing this project in spite of opposition from different quarters. It doesn't need elaboration to prove my point.
This is not the first time a determined effort has been made for CRS. For past 27 years many attempts have been made, but none has seen any progress.
Hoping that, Nov 17th meeting will prove the current cynics wrong and the CRS train actually reaches Vidhan Soudha for that Cabinet approval stamp.
As Sanjayv alluded on FB, Nov 17 meeting is a incremental step towards CRS reaching its right destination.
The final destination is not Vidhan Soudha, but approval from GOI and Indian Railways.
The journey is still on, but I am bored with train getting halted at DULT station since 2010/2011. Man, there is no fun with this stopped train. Need fresh air from the fields of Tumkur, Dodballpur, Chikballapur, Ramanagaram, Hosur, Malur, Bangarpet.
idontspam - 24 June, 2012 - 15:20
Kadugodi to Kengeri is fine, how about Malur to Bidadi? Dabspet to Anekal? Even if you force me to change to metro, interconnect is not seamless. Tell me how will you change from Yelahanka metro stn which will come 10 years from now to the Yelahanka SWR station? So if I were to go from Dodballapur to Malur what would they have me do? 5 changes?
Anyway since the RItes report has trashed this stupid concept in section 4.5, there is no standing for the GoK to do this. TIme to get moving on a proper commuter rail now
silkboard - 22 June, 2012 - 02:35
If 'quality' of service is a big deal, A/c trains are possible for commuter rail service. See this recent news report.
The railway board recently placed an order for the first such 12-car rake with the Integral Coach Factory (ICF). Each coach will be able to accommodate a "crush load" of approximately 375 commuters, including standees. In effect, approximately 4,500 commuters will be able to travel in one 12-car rake.
Not really needed in Bangalore if you ask me, esp if 'quality' rakes will make for higher fares.
Naveen - 11 November, 2012 - 07:00
I am quoting below an excerpt from the RITES report:
4.1 The reality
"No single mode of commuting (say it rail or road or metro or mono rail or so) can fully satisfy the commuting needs of any city. Bus, rail, metro, mono rail etc. have got different applications associated with them. They are meant for different sections of commuters and different trip lengths. An optimal mix of different modes of public transport should be the strategy for any urban planning".
To understand what BIAL connectivity with CRS entails, we need to look deeper at the realities. Approximate SWR track distances to airport are as follows:
1) BIAL from Baiyyapanahalli (via Yelahanka, Chennasandra) – 37km
2) BIAL from City station (via Yelahanka, Lottegolahalli & Yeswantapur) – 39km
Dependable airport connectivity requires frequent & fast services & this implies a dedicated double-track corridor with limited stop trains along the 37km or 39km route. This will pose obstacles for running commuter trains to various other destinations unless independent, physically separated tracks are built, not to mention the land acquisition costs that will be necessary for 37km (or 39km) with almost 10km of tracks within ORR (from City stn) as compared to 23km for metro outside ORR.
we dont even need a train, the BIA bus coverage within the city is far more comprehensive than any train. Make right of way on Bellary road & all 13 arterial corridors & run priority bus. If traffic increases embed tracks on the segregated road space & run train on the BRT corridor itself.
Trains will definitely be necessary – buses may be serving the airport to the best extent possible, but even as of now, they take too long due to traffic congestion almost throughout the day (my last trip from HAL to airport took two hours). BRT along Bellary road may help (it is being made signal-free anyways), but the delay is almost wholly within the city up to Hebbal.
The suggestion to lay surface tracks on all main streets (i.e. the 13 arterial roads) is impractical, disruptive & will not be feasible due to sharp turns, curves & the maze of intersections – even BRT is not feasible on all of them except on IRR, ORR or outside ORR (I had attempted this exercise for BRT long ago, but could come up with only single lanes & circular routes on few streets & even these were confined to short routes that serve as feeders for Metro). Any attempt to have dedicated corridors on the arterial roads will involve huge land acquisition problems that may cost several times more than building Metro tracks on the 23km or so past Nagawara - it might never be possible due to litigations & court directives.
why would you want to spend more on laying tracks elevated when the surface space is available for laying the SAME TRACKS? You are confusing rolling stock quality with track type. Why can the existing IR space not be used for laying TRAIN TRACKS & metro type plush rolling stock be run?
I don’t think one can be so sure that Metro tracks are going to be only elevated (or underground) throughout. The airport Metro DPR is still under preparation & we do not know what it will come up with. However, there are indications – Gottigere-Nagawara line is to have over-head electric collection (OHE) whereas all other routes are with third rail. It’s a strong possibility that this has been done to allow for higher speeds on the 23km route past Nagawara – the tracks could well be laid on the surface & dip underground at BIAL.
Both (i.e. Metro & CRS) might seem excessive as of now, but will it be so in the decades to come with the levels of urbanization that are already underway? The present traffic scene is bad enough not to mention the volume of construction activity which gives an indication about how much more worse it will become – and to deal with this squarely, steps need to be taken now for both suburban & urban needs.
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