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Bengaluru Mono Rail - proposal details
Written By idontspam - 11 February, 2009
Bangalore monorail Analysis alignment Transportation public transport Mobilicity Metro Rail
There is a proposal for runing Mono Rail in Bangalore by SCOMI-Geodesic consortium which is proposed to be awarded using the swiss-challenge method. As per initial high level information sent to Praja the consortium is proposing to build monorail along the three corridors.
A total of 54 stations have been proposed. The Red Line will have twenty nine stations. Seventeen stations have been proposed on the Green Line. Eleven stations have been proposed on the Blue Line. All the stations would be elevated stations. The stations near Sujatha Talkies Rajajinagar and at Hudson Circle will serve as interchange stations between the Red and Green Lines. The station near St. John’s Hospital will serve as an interchange station between the Green & Blue Lines.
Three depots are envisaged for the three corridors. To have connectivity with other modes of transport and to ensure an integrated system with other modes, ancillary structures like structural steel Linkways, Skywalks, are planned
See attachment for the route map and station list
COMMENTS
idontspam - 17 April, 2015 - 09:31
Revisiting this thread 6 years later... just to post this story. Read the last paragraph without fail http://economictimes.indiatimes.com/industry/transportation/railways/maharashtra-government-to-scrap-all-future-monorail-projects/articleshow/46939453.cms
Sanjeev - 12 May, 2015 - 06:41
“We are sure that Metro Rail will be open very soon; but after the failure of Mumbai Monorail project, it looks like even this government is quite sceptical on the project here,” said an urban planning expert who did not want to be named.
http://www.thehindu.com/news/cities/chennai/so-can-we-expect-the-metro-soon/article7195683.ece?w=spa
With GOK as usual delay tactic has helped Bangalore to get rid of Mono Rail.
WIth India seeing Mono Rail as failure for Mass urban Transport, its time to see Broad Gauge METRO and COmmuter Rail in long term for Indian urban Population.
Its policy makers short sight which is affecting infrastructure projects performance.
idontspam - 27 February, 2009 - 14:32
Monorail critisims include the following
The monorail appears to have significantly lower capacity than most LRT systems – even surface-routed LRT, which, with 3-car trains at 3-minute headways, could provide capacity of about 9,000 passengers per hour per direction (pphpd). in contrast, the Malaysian project is installing a light-capacity system with short, 21-meter-long, 2-unit trainsets and relatively short-platform stations. Even with a 2-minute headway, the capacity of the Kuala Lumpur system, using tolerable US loading standards, would be approximately 2,800 pphpd – about 31% of a surface LRT line. This light capacity undoubtedly also helps explain the seemingly low cost of the Kuala Lumpur project.
[Source: Monorail Malaysia, "Technical Characteristics", 23 May 2002]
Monorail advocates often argue that the ostensibly simpler beam guideways (beamways) for monorails may, on average, cost less than the support deck and trackage for an elevated dual-steel-rail system (which requires the addition of rail structure above the beamways). However, this cost advantage is probably offset by other limitations. For example, monorail switches appear to entail more complicated machinery, and have a significantly higher cost – about 15 times the cost of an ordinary railway switch, according to a recent study.
[Source: Parsons Brinckerhof Quade & Douglas, Inc., Advanced LRT and Monorail System Comparison, July 2002]
Monorail systems tend to average about 5-6 times the cost of predominately surface-routed LRT. Even compared to LRT systems with extensive civil works, like tunnels, subways, elevated structures, and viaducts, monorail costs still seem to average more. For cities selecting a preferred mode for regional rail transit development, this implies that investing in monorail technology means much less system spread, and less ridership, for available resources. [source: lightrailnow.org]
Critisims of the KL monorail system include the following [source: Wiki]
Integration with other lines
The Klang Valley rail transit system are not seamlessly integrated for ticketing or changing trains. The monorail, the newest component of the system, has been publicly criticised over the way its stations have been connected to the other systems. The KL Sentral monorail station is 140 metres away from the main KL Sentral building, separated by a giant car park and a busy road. Pathways were not covered until well after construction.
Recently, stalls for petty traders have been put up along the covered pathway causing the pathway to be crowded, poorly ventilated and difficult to navigate due to poor signage
The KL Monorail has accepted Touch 'n Go cards since August 2005 but does not accept the Rapid KL passes for the Klang Valley public transportation system of which it is a critical part.
Poor ergonomics
Not many escalators have been provided. Platforms are narrow and ventilation is poor. Users have to walk up and down many stairs to reach the platform. "Overhead bridges" allow passengers to cross from one platform to another, confirming the monorail's reputation of it being merely a joy-ride. The stations are also devoid of support for disabled passengers, lacking elevators or wheelchair lifts along the stairs.
In terms of the rolling stock, the ride is bumpy and there have been safety concerns, especially after the David Cheliah incident. The seating configuration, where seats are arranged in the middle of the carriage, have been criticised as it encourages standing passengers to stand by the doors and not move into the middle of the carriages, causing congestion when passengers embark or disembark.
Platforms are narrow and roofs are low causing uncomfortable waits for trains. Navigating the station involves climbing many short flights of steps. Escalators, when present at all, only head upwards.
Weaknesses in design and planning is evident at busy stations such as at KL Sentral. For example, at rush hour on a rainy day, passengers transferring from the monorail station to the main KL Sentral building have to cross busy Jalan Tun Sambanthan using a signalled crossing. Commuters would have to crowd at the station entrance before crossing the road.
Expensive rides
Ticket prices have also been criticised. Compared to other similar journeys of similar distances on other modes of rail transport in the Klang Valley, monorail ticket prices are the highest. For example, a one station ride from Bukit Bintang to Imbi (a walking distance) is RM1.20, while a longer one station ride from Masjid Jamek to Pasar Seni on the Kelana Jaya Line costs RM1.00.
Poor planning in construction of viaducts
Columns supporting the rails have been poorly placed at a few locations. Most notably is at Jalan Sultan Ismail of which the parts between Bukit Bintang and Jalan P Ramlee are one way. The columns have been constructed in the middle of the road, before it was turned one way, so much so that in spite of Jalan Sultan Ismail being one way, it remains a dual carriageway. This has been potentially confusing for road users.
May be this route will be like a circular corridor
Vasanth - 19 April, 2012 - 04:24
May be this route will be like a circular corridor covering part of the 201 BMTC Bus route and extending till cantonment.
Vasanth - 26 April, 2015 - 15:42
I read the same thing in SSC. But Mono in Mumbai is like Metro in Bangalore, only short distance in operation. Full line is not yet ready. Why Maharashtra Govt taking decision after a short span of operation.
Bangalore Metro is also in similar phase from past 4 years.
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