Cost vs benefit analysis has to be done in right perspective. But If one is
looking only at cost-benefit then things will not be in right perspective. Even
if we look at adding roadways and its return you will find that it has no direct
return to the nation/government that has built it. The return is in terms of
increased mobility that indirectly helps improve life and economy along the
network of road.



In terms of benefit (the benefit can be scaled to any city with time):

1.       Roads are getting choked in Delhi as sheer number of vehicles cannot
fit on even the signal free stretch of Ring Road. Metro will cut down
petrol/diesel wastage (reduced global warming and overall cost to nation) and
more energy efficient than the road transport.

2.       Increased mobility means Increased quality of life of the place which
will help in overall economy and livelihood generation.

3.       Moreover if the funding is eventually going to get recovered over a
period of say 50 years (which I am not very sure of) then current cost is
actually an investment.

4.       Some direct and indirect employment/industry



Regards,

Akhilesh Singh



[Non-text portions of this message have been removed]

I think we should take only one point - that is cost. We can build a new city in
that cost (basic infrastrucuture). If we put in so many points, it starts
looking like whining. More trees have been cut for road widening. More people
have died everyday on roads that all together at the METRO construction site. I
think we have to get certain things in perspective

The cost is enough to .....

- Educate every child in Karnataka though high school
- Feed every person ....
- .10 time more money on the METRO than on drought relief
- ............ you can add your own


 



________________________________
From: Vinay Baindur <yanivbin@...>
To: Hasire Usiru <hasiruusiru@yahoogroups.com>; CAF2
<citizens-action-forum@googlegroups.com>; Bruhat Bengaluru
<greater-bangalore@yahoogroups.com>
Sent: Mon, November 23, 2009 7:31:22 PM
Subject: [delhimetro] Whose Metro is it anyway?

http://mybangalore.com/article/1109/whose-metro-is-it-anyway.html#comment_list


Whose Metro is it anyway?

by Sneha Kar <http://mybangalore.com/profile/sneha_kar>  *|*  20. November
2009
The metro work is in full swing but it seems to have antagonized the
Bangaloreans no end. Only one-fourth of Phase 1 completed and it already has
the city in shreds.



The work progress of the project in aid of city commuters has much
apprehension among all and sundry and much of it stems from the lack of
transparency in the multi-crore project. Whether the city was geared up for
such a large scale project in a city as small as Bangalore is still
questionable and visibly so.

Several protests later and with the aid of Right to Information here are
certain appalling statistics that brings about much concern.

Only one-fourth of Phase 1 is up and the cost has spiraled incessantly.
The initial project cost of this phase was 5800 crores and present logistics
have gone up as much as 11,500 crores.
Hundreds of shops and houses have been demolished, several injured, a few
killed even, but at what cost? 70% of the cost is covered by tax payers,
don’t they deserve an explanation of the entire drama?
Number of trees felled has been filed as merely 412, however the actual
number is an unnerving 1200.

In response to earlier RTIs, BMRCL had mentioned no damage to Cubbon Park,
but now they are set to acquire 2126 square metres of Cubbon Park
permanently for a Metro station near Vidhan Soudha. The Cubbon Park massacre
could well be saved by avoiding a station there when there is already a
proposed station just 600 metres away.



What about the environmental, social and economical impacts of the Metro
project? Is it justified when half of Karnataka is reeling under the
after-effects of floods? Is it justified that we spend tens of thousands of
crores on a Metro Rail for a single city, especially when there may be
better and cheaper solutions? After incurring the steep social, economic and
environmental costs the Metro Phase 1 will carry a projected maximum of 10
lakh people when complete (2014), when the population of Bangalore will be
80 lakh. Do we need to incur such huge costs to carry just 12% of
Bangalore's population? BMTC today carries 45% of the city's population, can
we not look at cheaper, bus-based alternatives or at the very minimum, a
rail-based solution that is better designed to suit the needs of the city
that is in line with the city’s character? The Majestic bus station is under
the knife now. As per reports, the Majestic station is to be shut for three
long years now owing to the Metro escapade. Commuters would have to pay a
heavy price because the alternatives to the KSRTC bus station which handles
2700 buses is not prepared for the gargantuan shift.

The demands laid down by a few concerned people in public interest are as
follows. Firstly, an immediate re-assessment of its social, economic and
environment costs, done democratically and transparently. Work to be stopped
till this is done. Secondly, studying and analyzing alternatives like BRT
and other measures and arrive at a comprehensive solution to the city’s
traffic woes. Finally, the review, re-assessment and decisions on
alternatives should involve statutory public consultations across the city.
Several doors have been knocked time and again, but in vain. Is there
anybody listening? Mr Yellappa Reddy has resigned from BMRCL environment
committee stating that the committee has not met for the last 2 years. If
Metro does not listen to its own environment committee, who does it listen
to? After the huge costs, if the Metro project does not work, who does one
hold accountable? No one has been held accountable for the deaths or
accidents at the Bangalore Metro Site.



Why are alternatives not being taken into consideration before leaping
towards a 45000 crore and more upsurge? Is it even feasible? BRT (Bus Rapid
Transit system) could have been a convenient approach also keeping in mind
saving the grace this charming city once possessed. In this system, buses
will have dedicated lanes on each road, which will ensure they move at a
good speed, making bus-travel faster. This system is implemented in Delhi
and Ahmedabad. It’s cost will be less than 15% of the Metro’s cost and
construction time less than half of that of the Metro. Couldn’t we have
explored this for Bangalore? Not only that using the existing rail-network
within and outside the city could have been solution to much menace. Use
existing tracks and sub-urban trains to connect Kengeri, Jnanabharathi,
Nayandahalli, Bangalore City Junction, Malleshwaram, Yeshwantpur Junction,
Yelahanka Junction, Banaswadi, Krishnarajapuram, Bayappanahalli, Bangalore
East and Bangalore Cantonment etc. Bangalore Metro will be completed by 2012
but it does not connect some of these areas, unlike the sub-urban trains
which can be introduced immediately as the tracks exist already.

The Metro Phase 1, with a 41km network will be ready only 4 years from now
and costs tax payers 15000 crores (projected). Phase 2 is expected to be 125
km, with likely cost greater than 45,000 crores. If Metro has to be extended
to the whole city there will be continuous construction for the next 100
years, impacting nearly 3 generations!

The more we see, the more it scares us, the more it worries us. What will
the city be left with, when the Metro is complete? What will we be left with
when the governments and the politicians and innumerable authorities (BDA,
BMRCL, BBMP, BMLTA – anyone missing?) are all done with 'planning' and
'developing' Bangalore? We seem to be restructuring the city to fit with the
infrastructure rather than designing infrastructure that fits with the city.

--------------------------------------------------------------------------------\
--------------------
*(All data presented here has been gathered through RTI applications, news
reports and press releases from BMRCL by a concerned lot and has been issued
in public interest.)*
*Tags:* Bangalore <http://mybangalore.com/article/listarticle/?tagid=603>,
BMRCL <http://mybangalore.com/article/listarticle/?tagid=2279>, Metro
MDA<http://mybangalore.com/article/listarticle/?tagid=6210>,
RTI <http://mybangalore.com/article/listarticle/?tagid=6211>

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[image: name] *Girish_Kolari <http://mybangalore.com/profile/?id=5517>*
8 hours, 40 minutes ago
Who is accountable? I don't understand why this all are happening in the
hart of the city?

If some one really want  to design infrastructure that fits with the city,
why can't they connect all places like J.P Nagar , Electronic CIty, ITPL,
Yelahanka with train and make BMTC to connect them.

This will reduce the traffic which comes into the city and bring faster
connectivity to all of the outskirts. Tax payers money is spent on the
projects, he suffer for years to see some progress in the project.

Rather then just applying some  solution which worked in other city, why
can't they come up with some creative idea to solve this issue much
simpler...


[Non-text portions of this message have been removed]



------------------------------------

On the web:
http://www.irfca.org/users/delhimetro/Yahoo! Groups Links






[Non-text portions of this message have been removed]

http://mybangalore.com/article/1109/whose-metro-is-it-anyway.html#comment_list


Whose Metro is it anyway?

by Sneha Kar <http://mybangalore.com/profile/sneha_kar>   *|*  20. November
2009
  The metro work is in full swing but it seems to have antagonized the
Bangaloreans no end. Only one-fourth of Phase 1 completed and it already has
the city in shreds.



The work progress of the project in aid of city commuters has much
apprehension among all and sundry and much of it stems from the lack of
transparency in the multi-crore project. Whether the city was geared up for
such a large scale project in a city as small as Bangalore is still
questionable and visibly so.

Several protests later and with the aid of Right to Information here are
certain appalling statistics that brings about much concern.

Only one-fourth of Phase 1 is up and the cost has spiraled incessantly.
The initial project cost of this phase was 5800 crores and present logistics
have gone up as much as 11,500 crores.
Hundreds of shops and houses have been demolished, several injured, a few
killed even, but at what cost? 70% of the cost is covered by tax payers,
don�t they deserve an explanation of the entire drama?
Number of trees felled has been filed as merely 412, however the actual
number is an unnerving 1200.

In response to earlier RTIs, BMRCL had mentioned no damage to Cubbon Park,
but now they are set to acquire 2126 square metres of Cubbon Park
permanently for a Metro station near Vidhan Soudha. The Cubbon Park massacre
could well be saved by avoiding a station there when there is already a
proposed station just 600 metres away.



What about the environmental, social and economical impacts of the Metro
project? Is it justified when half of Karnataka is reeling under the
after-effects of floods? Is it justified that we spend tens of thousands of
crores on a Metro Rail for a single city, especially when there may be
better and cheaper solutions? After incurring the steep social, economic and
environmental costs the Metro Phase 1 will carry a projected maximum of 10
lakh people when complete (2014), when the population of Bangalore will be
80 lakh. Do we need to incur such huge costs to carry just 12% of
Bangalore's population? BMTC today carries 45% of the city's population, can
we not look at cheaper, bus-based alternatives or at the very minimum, a
rail-based solution that is better designed to suit the needs of the city
that is in line with the city�s character? The Majestic bus station is under
the knife now. As per reports, the Majestic station is to be shut for three
long years now owing to the Metro escapade. Commuters would have to pay a
heavy price because the alternatives to the KSRTC bus station which handles
2700 buses is not prepared for the gargantuan shift.

The demands laid down by a few concerned people in public interest are as
follows. Firstly, an immediate re-assessment of its social, economic and
environment costs, done democratically and transparently. Work to be stopped
till this is done. Secondly, studying and analyzing alternatives like BRT
and other measures and arrive at a comprehensive solution to the city�s
traffic woes. Finally, the review, re-assessment and decisions on
alternatives should involve statutory public consultations across the city.
Several doors have been knocked time and again, but in vain. Is there
anybody listening? Mr Yellappa Reddy has resigned from BMRCL environment
committee stating that the committee has not met for the last 2 years. If
Metro does not listen to its own environment committee, who does it listen
to? After the huge costs, if the Metro project does not work, who does one
hold accountable? No one has been held accountable for the deaths or
accidents at the Bangalore Metro Site.



Why are alternatives not being taken into consideration before leaping
towards a 45000 crore and more upsurge? Is it even feasible? BRT (Bus Rapid
Transit system) could have been a convenient approach also keeping in mind
saving the grace this charming city once possessed. In this system, buses
will have dedicated lanes on each road, which will ensure they move at a
good speed, making bus-travel faster. This system is implemented in Delhi
and Ahmedabad. It�s cost will be less than 15% of the Metro�s cost and
construction time less than half of that of the Metro. Couldn�t we have
explored this for Bangalore? Not only that using the existing rail-network
within and outside the city could have been solution to much menace. Use
existing tracks and sub-urban trains to connect Kengeri, Jnanabharathi,
Nayandahalli, Bangalore City Junction, Malleshwaram, Yeshwantpur Junction,
Yelahanka Junction, Banaswadi, Krishnarajapuram, Bayappanahalli, Bangalore
East and Bangalore Cantonment etc. Bangalore Metro will be completed by 2012
but it does not connect some of these areas, unlike the sub-urban trains
which can be introduced immediately as the tracks exist already.

The Metro Phase 1, with a 41km network will be ready only 4 years from now
and costs tax payers 15000 crores (projected). Phase 2 is expected to be 125
km, with likely cost greater than 45,000 crores. If Metro has to be extended
to the whole city there will be continuous construction for the next 100
years, impacting nearly 3 generations!

The more we see, the more it scares us, the more it worries us. What will
the city be left with, when the Metro is complete? What will we be left with
when the governments and the politicians and innumerable authorities (BDA,
BMRCL, BBMP, BMLTA � anyone missing?) are all done with 'planning' and
'developing' Bangalore? We seem to be restructuring the city to fit with the
infrastructure rather than designing infrastructure that fits with the city.

--------------------------------------------------------------------------------\
--------------------
*(All data presented here has been gathered through RTI applications, news
reports and press releases from BMRCL by a concerned lot and has been issued
in public interest.)*
  *Tags:* Bangalore <http://mybangalore.com/article/listarticle/?tagid=603>,
BMRCL <http://mybangalore.com/article/listarticle/?tagid=2279>, Metro
MDA<http://mybangalore.com/article/listarticle/?tagid=6210>,
RTI <http://mybangalore.com/article/listarticle/?tagid=6211>

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this]Print<http://mybangalore.com/article/1109/whose-metro-is-it-anyway.html?pri\
nt=1&page=1>
    - [image: Send to a friend]Send to a
friend<http://mybangalore.com/article/1109/whose-metro-is-it-anyway.html#>
    - [image: Share/Save/Bookmark]Share/Save<http://www.addtoany.com/share_save>
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   1
Comments

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icle/1109/whose-metro-is-it-anyway.html?comment=1>
  [image: name] *Girish_Kolari <http://mybangalore.com/profile/?id=5517>*
8 hours, 40 minutes ago
Who is accountable? I don't understand why this all are happening in the
hart of the city?

If some one really want  to design infrastructure that fits with the city,
why can't they connect all places like J.P Nagar , Electronic CIty, ITPL,
Yelahanka with train and make BMTC to connect them.

This will reduce the traffic which comes into the city and bring faster
connectivity to all of the outskirts. Tax payers money is spent on the
projects, he suffer for years to see some progress in the project.

Rather then just applying some  solution which worked in other city, why
can't they come up with some creative idea to solve this issue much
simpler...


[Non-text portions of this message have been removed]

This is what linking the BMTC tkt fares to BMRCL will mean in Bangalore


http://www.prokerala.com/news/articles/a92372.html
*Delhi commuters unhappy with Metro fare hike*

New Delhi, Nov 11

Unhappy and helpless - that's how the commuters felt after Delhi Metro
announced hike in its fares Wednesday. As the hike came just a week after
the state-run city bus service increased fares, a number of people said it
was a double whammy and will hit them hard.

*Delhi Metro's 36 percent hike in fares has come after a gap* of five years
and will be effective from Friday. It follows increases in state-run Delhi
Transport Corporation (DTC) increased its bus fares last week, irking
commuters. On an average, over 850,000 people commute daily by Delhi Metro.

For most commuters who take the Metro everyday, the hike means a leap in
their daily expenses, which is certain to burn a hole in their pockets.

Arindam Mohanty, a daily commuter, said the hike means an additional
expenditure of Rs.400 on travel.

"The hike may not seem too drastic for those taking the Metro occasionally,
but for people like me who take the Metro daily for work this means a lot. I
will now have to spend an additional Rs.400 just on travel by the Metro,"
Mohanty told IANS.

Similarly, Ananya Sharma, a college goer, said the Metro fare hike will put
a squeeze on her monthly pocket money.

"I take the bus and then the Metro to go to college in north Delhi from my
home in south. With the bus fare hike, I had started spending double the
amount of money than I used to earlier on commuting. Now with theMetro fare
hike, this will increase by at least another Rs.300," Sharma said.

"I get a fixed amount of pocket money for the month and if my expenditure on
just commuting increases so much, I will have to cut down on other things. I
just don't know how to," she added.

The Delhi Metro Rail Corporation (DMRC) announced Wednesday that the minimum
fare (0-2 km) will be increased from Rs.6 to Rs.8, while the maximum fare
(over 39 km) will be increased from Rs.22 to Rs.30.

The rest of the slabs will also increase accordingly. On an average, over
850,000 people commute daily by Delhi Metro.

Rashi Jain, a school teacher who travels from Dwarka to Pragati Maidan
everyday, said: "For me the fare hike will mean that my daily
expenditurejust on travel by the Metro increases from Rs.44 to Rs.60, which
really pinches me."

"However, having said that with the kind of services that the Metro provides
- despite the recent glitches - it is a boon and a fare hike for its better
maintenance and expansion is fair," Jain admitted.

Ankit Jain, who works in a private firm, capped it all by saying: "The price
of everything - be it the bus fare, now Metro fare and even veggies - is
increasing. The only thing that is not is our salaries! At this rate, I will
be spending all that I earn and saving will become a far fetched dream".

Last updated on Nov 11th, 2009 at 17:33 pm IST--IANS


[Non-text portions of this message have been removed]

Dear all,

DMRC seems to have finalised the date for inauguration of the Yamuna Bank -
Noida Sector 32 corridor on November 12, following which the line will open to
the public on the 13th. This, however, is subject to the clearence from the
Commissioner of Metro Railway Safety.

Some extracts from an article that appeared in ToI a couple of days back:

----------------------------------------------------------
"The Yamuna Bank-Noida City centre section will be inspected by the Commissioner
for Metro Railway Safety (CMRS) on Nov 10-11. Subject to receiving the clearance
from the CMRS, we plan the ceremonial flag-off in Delhi and Noida areas
respectively on Nov 12," the metro official said.

The 13.1 km stretch will be integrated with the existing 34.3 km Yamuna
Bank-Dwarka Sector-9 section.

The DMRC aims to add nearly 53,000 new passengers daily on this new route.

The newly built stations are Akshardham, Mayur Vihar-I and Mayur Vihar Extension
in Delhi and New Ashok Nagar, Noida sector 15, sector 16, sector 18, Botanical
Garden, Golf Course and Noida City Centre in Uttar Pradesh.

Parking facility is available at the Akshardham, Botanical Garden and Noida City
Centre Metro stations.

---------------------------------------------------------

Read the entire article at:

http://timesofindia.indiatimes.com/city/delhi/\
Metros-Noida-link-may-start-Nov-13/articleshow/5207153.cms

Regards,
~~~~
Manish,
Bangalore.

In thru the out door

*
Capt. Gopinath out of Vision Group*

Sharat S. Srivatsa
He was heading Vision Group on Infrastructure

There was a dispute over HSRL implementation

BANGALORE: Low-cost aviation pioneer Capt G.R. Gopinath, who headed the
Vision Group on Infrastructure, has been replaced by the Principal Secretary
of Infrastructure Development Department V. Madhu. Mr. Madhu had held the
post of vice-chairman of the Group, government sources said, and added that
an order to this effect was issued on Friday.
*
Vision Group on Infrastructure is one of the 11 Vision Groups set up by the
State Government to develop Vision 2020 document for Karnataka.*

Dispute
Sources said that a dispute over the implementation of High Speed Rail Link
(HSRL) to the Bengaluru International Airport (BIA) was the reason behind
Capt. Gopinath�s replacement.

While Capt. Gopinath and few other members of the Vision Group pressed for
the implementation of HSRL, some members of the Agenda for Bengaluru
Infrastructure Development (ABIDE) had expressed reservations on the
project.

Instead, ABIDE members wanted the Namma Metro project to be extended to the
BIA, sources said.

Capt. Gopinath, during a monthly meeting of the Vision Group recently, had
urged the Government to hasten the process of the HSRL project, so that it
could be showcased during the Global Investors� Meet.

Meanwhile, Capt. Gopinath told The Hindu that he had not received any
official communication in this regard.

�I came to know the news through someone else. I did my job. I had not
approached the Government (for this job), instead it had approached me.
Government has asked me to step down now.�

When asked if the differences over HSRL project forced his exit, he said, �I
don�t know if there was a difference of opinion. I gave my opinion.�


[Non-text portions of this message have been removed]

Take a look at
http://www.newscientist.com/article/dn18074-why-three-buses-come-at-once-and-how\
-to-avoid-it.html
This article in New Scientist describes the mechanics of platooning in mass
transit systems like buses and trains, how it leads to sub-optimal capacity
utilization and what could be done about that. This is an interesting article.
Regards, Ankur



       Yahoo! India has a new look. Take a sneak peek http://in.yahoo.com/trynew

[Non-text portions of this message have been removed]

I have recently come across plans for Bangalore Monorail as well. How does that
stand in overall scheme of things?
Alok

--- On Thu, 11/5/09, Vinay Baindur <yanivbin@...> wrote:

From: Vinay Baindur <yanivbin@...>
Subject: [delhimetro] Metro Phase II at Rs 22k cr
To: "Delhi Metro" <delhimetro@yahoogroups.com>, "Hasire Usiru"
<hasiruusiru@yahoogroups.com>
Date: Thursday, November 5, 2009, 10:26 PM

*Metro Phase II at Rs 22k cr*

November 5th, 2009
By Our Correspondent
Tags: BMRCL, metro rail corporation


Bengaluru
Nov. 4: Even as Bangalore Metro Rail Corporation Ltd (BMRCL) works overtime
to meet the 2010 deadline to complete Reach One of Namma Metro between MG
Road and Byappanahalli, a detailed study has pegged the cost of Phase II of
the project at approximately Rs 22,000 crore.
Sources in the government told Deccan Chronicle that around 65 km of line
will be added under Phase II to the 43 km of line now being executed under
Phase I. “The Delhi Metro Rail Corporation (DMRC), which is working on the
detailed project report (DPR) for Phase II, has arrived at a rough estimate
of Rs 325 crore per km which translates to Rs 22,000 crore for Phase II.
This phase will be taken up in 2012 after all the work is completed on the
four reaches of Phase 1,” a source said.
Phase II of Namma Metro will provide connectivity between Electronic City
and Yelahanka, and Indiranagar and Whitefield.
“Phase II will consist of a 36 km line from Electronic City to Yelahanka,
via Central Silk Board Junction, Hosur Road, MG Road, Cantonment and Tannery
Road; a 19.5 km stretch from Whitefield to 100 ft Road, Indiranagar, via Old
Airport Road; a 7 km stretch which extends the north-south corridor of Phase
I on the south side from Jarganahalli to Peripheral Ring Road; and a nearly
1.5 km stretch from Byappanahalli to Benniganahalli along Old Madras Road,”
a source said.
The DMRC is working on the Metro report in tandem with the Comprehensive
Traffic and Transportation Plan (CTTP) for Bengaluru prepared by RITES. The
CTTP had recommended construction of two corridors — one between PRR and
Yelahanka and the other between Indiranagar Metro Station and Whitefield
Railway Station — under Phase II. The CTTP had concluded that a 140 km
network, including the high-speed rail link between MG Road and Bangalore
International Airport (33 km) and Namma Metro’s 43 km of lines under Phase
I, is required to effectively serve the major traffic corridors of the city.
“The existing north-south corridor will cater to the western parts of the
city between Peenya and Kanakapura Road. As such, the developments coming up
on the eastern side between Hosur Road and Whitefield and the northern side
near Thanisandra and Yelahanka need another north-south corridor. The
proposed corridor will cover Nagavara, Veerannapalya, Frazer Town and
residential, commercial and IT industry areas along Hosur Road. This
corridor will have an interchange at HAL Airport to provide direct access to
the area from south and southeast Bangalore,” an official said.
Asked about availability of funds and cost escalation of the Metro project,
the official said BMRCL faced no cash crunch. “The Metro project is based on
cost sharing basis between the state and Centre and loans from foreign
banks. For Phase I, the state and Centre share 25 per cent each which works
out to Rs 6,000 crore. We have taken loans to cover 25 per cent of the cost
from the Japanese Bank for International Cooperation (JBIC). The shortfall
of Rs 3,000 crore will be met through a soft loan or by floating bonds,” he
said.


[Non-text portions of this message have been removed]



------------------------------------

On the web:
http://www.irfca.org/users/delhimetro/Yahoo! Groups Links





[Non-text portions of this message have been removed]

Dear..
 
First of all welcome. I am very happy that such a prestigious student has chosen
a different subject. In front of your enthusiasm, I am unable to refrain from
providing you information which I gathered through my experience.
 
I am basically a Delhiest but working in the middle east. But I am update with
whatever development it happens in Delhi.
 
My experience guides me to give your following informations.

--- On Wed, 11/4/09, kvyborny <kvyborny@...> wrote:


From: kvyborny <kvyborny@...>
Subject: [delhimetro] Questions on line placement and order of stop opening in
Delhi metro
To: delhimetro@yahoogroups.com
Date: Wednesday, November 4, 2009, 8:05 PM


 



Hello,

I've just discovered this group and have been reading with great interest.

I am a graduate student of economics at Oxford, looking into the possibility of
studying the economic effects of the Delhi metro. I would be very interested if
anyone has any information to share on the following questions:

1 - The reasons behind the order in which the different parts of the metro? (why
were certain parts designated for Phase I or II, and why did they open the
different parts of Phase I in the order they did?) Urgent need of transport
infrastructure, political expedience, engineering reasons?
Phased construstion is due to lack of fund which should not effect meeting with
the urgent need of transport infracture. It should not have been even started,
if the Chief Minister of Delhi is someone else other than Shiela Dixit, an
enthusiatic, willing, people oriented & development saavy lady.


2 - Reasons for the placement of the lines and stops (other than congestion or
transport/economic need)? For example, were there any areas that were chosen
over others because the government already owned right-of-way in between road
lanes? Or was it easier / cheaper to route the metro through areas with flatter
land gradient?

the areas chosen considering feasibility of first acquiring govt.unowned
properties, and to give requirement based metro lines.

Any information would be very much appreciated. Thank you so much in advance for
your time.

Moreover, metro project is a dream project. Everyone want to just kick off
construction rather than holding it, awating clearance of many lacunas.

Best wishes,

Kate Vyborny
Candidate, M.Phil. Economics
St. Antony's College
University of Oxford











[Non-text portions of this message have been removed]

http://pib.nic.in/release/release.asp?relid=53825


Delhi Metro is the Proudest Achievement of Modern India �V Jaipal Reddy

CONSULTATIVE COMMITTEE OF THE MINISTRY OF URBAN DEVELOPMENT MEETS
------------------------------

*17:12 IST *  Shri S.Jaipal Reddy Union Minister for Urban Development said
that Delhi Metro is the proudest achievement of modern India. He further
mentioned that the Ministry has taken some important decisions relating to
Urban Transport to help the daily commuters and ease traffic congestion . He
was addressing the members of the consultative committee attached to the
ministry of Urban Development, here today to deliberate on Delhi Metro Rail
Corporation (DMRC).

Shri Reddy informed that the Cabinet has approved the Chennai Metro Rail
with a total cost of Rs.14,600 crore to be taken up as a Joint Venture
between Government of India and the State Government of Tamil Nadu. For
Bangalore Metro Rail Project the Union Government sanctioned an extension of
9.3 kms. He also mentioned that the Central Government has decided to
provide Viability Gap Funding for Line-I of Mumbai Metro corridor from
Versova to Ghatkopar via Andheri to the extent of Rs.471 crore. "In
principle" approval for Viability Gap Funding of Line-II of Mumbai Metro
corridor from Charkop to Mankhurd via Bandra has also been approved
amounting to Rs.1532 crore.

Referring to the second Economic Stimulus Package, the Minister stated that
the Union Government for the first time decided to fund buses for Urban
Transport under JNNURM. A total of 15,260 buses were sanctioned for 61
Mission cities across the country. All these buses would be modern, low
floor and semi low floor with various Intelligent Transport System features
as per the Urban Bus Specifications formulated by this Ministry. These buses
will transform the urban bus transport scene across India, he added.
Highlighting the success of JNNURM, he stated that projects worth Rs.95,500
crores have already been sanctioned for various projects like solid waste
management, Water Supply,Sewerage projects and Storm water drainage.
Response of the states and Urban Local Bodies in developing infrastructure
through JNNURM has necessitated more funds to be allocated to the mission.

The Minister informed the members that Four Centres of Excellence in the
field of Urban Transport have been sanctioned from amongst the premier
institutions of the country. They are IIT-Delhi, IIT-Chennai, CEPT-Ahmedabad
and NIIT - Warangal. He further said that New Scheme of Capacity Building in
Urban Transport was sanctioned very recently which will support training,
education, institutional strengthening, setting up of Urban Transport Cell
and Unified Metropolitan Transport Authority for various cities. This scheme
envisages 100% funding by Government of India, he added.

Shri Reddy stated that the Metro Railway Amendment Act, 2009 has been
enacted to amend the Metro Railways (Construction of Works) Act, 1978 and
the Delhi Metro (Operation and Maintenance) Act, 2002. These Acts can now be
extended to all million plus cities in India. He also said that for the sake
of standardization and uniformity in Safety Certification, it has been
decided that all Metro Rail Projects, whether within one Municipal area or
beyond, shall be taken up only under these Central Acts. These Acts now
stand extended to the complete National Capital Region, Metropolitan areas
of Mumbai, Bangalore and Chennai.

The Minister informed that Delhi Metro has commissioned Vishwavidayalaya -
Jahangirpuri (6.36 kms) of corridor on 4th Feb,09 and Indraprashtha - Yamuna
Bank Section of Indraprastha - New Ashok Nagar corridor on 10th May,2009.
NOIDA extension is also scheduled to be commissioned within a week. He said
that the works on balance corridors are progressing satisfactorily and
expected to be completed before the Commonwealth Games, 2010.

Most of the members appreciated the commendable work done by the DMRC. Some
members suggested that fares for Metro ride should be cheaper. A Member from
Lok Sabha advised that there should be facility of free drinking water and
toilets at all Metro stations. It was informed that all Metro Stations are
having the facility of toilets and paid drinking water is available. A
member from Rajya Sabha suggested that huge amount which is being spent on
Delhi Metro Rail could have been diverted to Urban Railways to facilitate
the other urban passengers.

A detailed presentation on DMRC was made by Shri E.Shreedharan, Managing
Director, DMRC on Delhi MRTS project phase-I, Delhi MRTS projects phase-II,
Extension of Delhi Metro Phase-II to Gurgaon, high speed express link from
New Delhi Railway Station to IGI Airport, financing plan, and benefits of
phase-I etc. The MD, DMRC informed the members that Delhi Metro has become
the first Railway project in the world to be registered by the United
Nations under the clean development mechanism which will enable it to claim
carbon credits. He also mentioned that Central Road Research Institute
(CRRI) has carried out a study which says that the annual cost saved by
Metro passengers on account of reduced travel time will go up three times
from Rs.310.13 crore in 2007 to Rs.947.07 crore in 2009. The other benefits
of phase-I of Delhi Metro project are as under :-

�� *Fuel cost saving:* The annual saving on account of reduced fuel
consumption will be Rs.180.89 crore in 2009, more than double from Rs.73.22
crore two years ago.

�� Number of vehicles off the road : Since the Metro began operations in
December 2002, there has been a progressive reduction in daily vehicle
demand due to the people shifting to Metro for commuting. In 2009, the Metro
will take the daily share of 57,953 vehicles for all other modes of travel
such as cars, buses, two-wheelers, auto-rickshaws, etc.

�� *Vehicle cost saving :* The annual vehicle (capital and operating) cost
saving will almost triple from Rs.93.21 crore in 2007 to Rs.276.24 crore
this year.

�� *Reduction in emission of greenhouse gases :* The increasing use of the
Metro will result in prevention of emission of 131,395.34 tonnes of
greenhouse gases such as carbon dioxide and nitrogen oxide from being
emitted into Delhi��s atmosphere upto 2009. This is a five-time increase
from 27,614.34 tonnes in 2007.

�� *Emission cost saving :* The emission cost saving will also increase
almost three times from Rs.14.29 crore in 2007 to Rs.41.04 crore in 2009.

�� *Number of Road accidents avoided : * The Metro will help avoid a total
of 255 accidents, including 51 fatalities, in 2009. In 2007, the respective
figures were 196 and 21.

Shri C.M.Chane, Shri Ramesh Kumar, Shri P.Kumar, Shri Jagdish Singh Rana,
Shri Sanjay Dina Patil, Shri Prahlad V.Joshi, Shri Shiv Kumar C Udasi and
Shri Cheluvarayaswamy from Lok Sabha attended the meeting . Shri Penumalli
Madhu, Shri Manohar Joshi, Shri Nand Kumar Sai, Shri Surendra Motilal Patel
from Rajya Sabha participated in the discussion.


[Non-text portions of this message have been removed]

*Metro Phase II at Rs 22k cr*

November 5th, 2009
By Our Correspondent
Tags: BMRCL, metro rail corporation


Bengaluru
Nov. 4: Even as Bangalore Metro Rail Corporation Ltd (BMRCL) works overtime
to meet the 2010 deadline to complete Reach One of Namma Metro between MG
Road and Byappanahalli, a detailed study has pegged the cost of Phase II of
the project at approximately Rs 22,000 crore.
Sources in the government told Deccan Chronicle that around 65 km of line
will be added under Phase II to the 43 km of line now being executed under
Phase I. �The Delhi Metro Rail Corporation (DMRC), which is working on the
detailed project report (DPR) for Phase II, has arrived at a rough estimate
of Rs 325 crore per km which translates to Rs 22,000 crore for Phase II.
This phase will be taken up in 2012 after all the work is completed on the
four reaches of Phase 1,� a source said.
Phase II of Namma Metro will provide connectivity between Electronic City
and Yelahanka, and Indiranagar and Whitefield.
�Phase II will consist of a 36 km line from Electronic City to Yelahanka,
via Central Silk Board Junction, Hosur Road, MG Road, Cantonment and Tannery
Road; a 19.5 km stretch from Whitefield to 100 ft Road, Indiranagar, via Old
Airport Road; a 7 km stretch which extends the north-south corridor of Phase
I on the south side from Jarganahalli to Peripheral Ring Road; and a nearly
1.5 km stretch from Byappanahalli to Benniganahalli along Old Madras Road,�
a source said.
The DMRC is working on the Metro report in tandem with the Comprehensive
Traffic and Transportation Plan (CTTP) for Bengaluru prepared by RITES. The
CTTP had recommended construction of two corridors � one between PRR and
Yelahanka and the other between Indiranagar Metro Station and Whitefield
Railway Station � under Phase II. The CTTP had concluded that a 140 km
network, including the high-speed rail link between MG Road and Bangalore
International Airport (33 km) and Namma Metro�s 43 km of lines under Phase
I, is required to effectively serve the major traffic corridors of the city.
�The existing north-south corridor will cater to the western parts of the
city between Peenya and Kanakapura Road. As such, the developments coming up
on the eastern side between Hosur Road and Whitefield and the northern side
near Thanisandra and Yelahanka need another north-south corridor. The
proposed corridor will cover Nagavara, Veerannapalya, Frazer Town and
residential, commercial and IT industry areas along Hosur Road. This
corridor will have an interchange at HAL Airport to provide direct access to
the area from south and southeast Bangalore,� an official said.
Asked about availability of funds and cost escalation of the Metro project,
the official said BMRCL faced no cash crunch. �The Metro project is based on
cost sharing basis between the state and Centre and loans from foreign
banks. For Phase I, the state and Centre share 25 per cent each which works
out to Rs 6,000 crore. We have taken loans to cover 25 per cent of the cost
from the Japanese Bank for International Cooperation (JBIC). The shortfall
of Rs 3,000 crore will be met through a soft loan or by floating bonds,� he
said.


[Non-text portions of this message have been removed]

Hello,

I've just discovered this group and have been reading with great interest.

I am a graduate student of economics at Oxford, looking into the possibility of
studying the economic effects of the Delhi metro.  I would be very interested if
anyone has any information to share on the following questions:

1 - The reasons behind the order in which the different parts of the metro? 
(why were certain parts designated for Phase I or II, and why did they open the
different parts of Phase I in the order they did?)  Urgent need of transport
infrastructure, political expedience, engineering reasons?

2 - Reasons for the placement of the lines and stops (other than congestion or
transport/economic need)?   For example, were there any areas that were chosen
over others because the government already owned right-of-way in between road
lanes?  Or was it easier / cheaper to route the metro through areas with flatter
land gradient?

Any information would be very much appreciated.  Thank you so much in advance
for your time.

Best wishes,

Kate Vyborny
Candidate, M.Phil. Economics
St. Antony's College
University of Oxford

Dear Amit,

NO. The Metro is NOT going to be coming in the vicinity of Kundli for a long
time. AFAIK It is not part of the Phase III, nor the perspective plan for
2021. Anyone feels that this information is incorrect - please point to an
authentic news item / website that says otherwise. Nearest Metro station
would be Sanjay Gandhi Transport Nagar, which is at least some 15 - 20 kms
from the TDI complex.

TDI, like many other real estate companies, are fooling people by saying
that Metro is coming to where they have set up townships. My advice would be
to check the Delhi Metro website or other authentic news sources rather than
rely on the claims of the seller.

...............however, Kundli is going to be a boomtown for other reasons,
and the property that you have purchased there is going to in any case be a
productive investment!

Radhakrishna's reply to your query was off the mark as he has for some
reason apparently thought that Kundli is in Gurgaon, while it is in Sonepat,
and the two are in absolutely opposite directions!

Hope the above clarifies.

Rajeev.


Stephen
Leacock<http://www.brainyquote.com/quotes/authors/s/stephen_leacock.html>
- "I detest life-insurance agents: they always argue that I shall some
day
die, which is not so."

On Wed, Oct 21, 2009 at 17:39, amit <amit7017w@...> wrote:

>
>
> Hi friends !
>
> i have got a small question may be you will answer that ?
>
> i have taken a flat at kundli,haryana .
>
> they (TDI group)are claiming that metro will be running between delhi and
> kundli ( which is around 2.5 km from delhi border .
>
> your expert comments please ?
>
> Thanks & Regards
>
> Amit
>
>
>


[Non-text portions of this message have been removed]

Hi Amit,
you did nice thing to have plave at kindli, properties are always investments
but i am not yet 100% sure about the metro it will start one day no doubt.
RJ Kaul
--- In delhimetro@yahoogroups.com, "amit" <amit7017w@...> wrote:
>
> Hi friends !
>
> i have got a small question may be you will answer that ?
>
> i have taken a flat at kundli,haryana .
>
> they (TDI group)are claiming that metro will be running between delhi and
kundli ( which is around 2.5 km from delhi border .
>
> your expert comments please ?
>
> Thanks & Regards
>
> Amit
>

hello,
I am very happy to leran from you that noida link is being opned i also read
some tips in news paper. Thanks for information. It will be so nice since my
siter lives in noida sector 51 Gate way aprtments it will be very easy for me to
travel to that place from Dwarka.
I have question here to Sreedharan sir will it hace direct link from dwarka to
noida without embarking or will we have to change the train some where between
dwarka to noida? Thanks
RJ Kaul

--- In delhimetro@yahoogroups.com, "medayilradha" <medayilradha@...> wrote:
>
>
>
> --- In delhimetro@yahoogroups.com, "thapliyal_2006" <thapliyal_2006@>
> wrote:
> >
> > in Noida Metro will Start in next month , it is now declared official
> through E sreedhan sir, because of trade fair will start in 14 nov so it
> might be start inbetween 9 to 10th nov. it trial will start between 1 to
> 7th november , this time it is 100% sure official date , so be happy
> >
> it is really a good news.  When i traval in Dubai metro, I always
> remember Delhi metro which quiet compitent to Dubai metro.
>
> While we are happing this happy news, are you not raising a question as
> I do as to when our prestigious line to Badarpur come through.?
>

Yesterday I had a look at four metro stations in NOIDA area. All stations
have scafoldings for the Cantilever portion of Platform. Barricading of that
area can not solve the problems as vibrations caused by the trains may
damage the area. Moreover, the keeping in view the passenger traffic at
NOIDA, it is totally unsafe practice. let us hope that trains start at the
earlist without any problems.

On Sat, Oct 24, 2009 at 8:28 PM, sbc_ypr <sbc_ypr@...> wrote:

>
>
> Hi,
>
>
> --- In delhimetro@yahoogroups.com <delhimetro%40yahoogroups.com>, Sanjeet
> Teri <sanjeet.teri@...> wrote:
> >
> > As per the latest status, scaffolding work for 2 nos of staircases >on
> one of the stations is in progress.
> > If DMRC is again going to start metro on this stretch where >construction
> work is still on. I think DMRC is not serious about >safety issues again and
> pushing the things.
>
> ***I don't think this is much of an issue - they could just barricade the
> staircase area, and divert people to the lifts and escalators. In any case,
> this construction work is nowhere near the tracks or operational area, so I
> do not think it will pose any danger to the movement of trains.
>
> ***By the way, which station are you referring to?
>
> Regards,
> ~~~~
> Manish,
> Bangalore.
>
>
>



--
Sanjeet Teri


[Non-text portions of this message have been removed]

Hi,


--- In delhimetro@yahoogroups.com, Sanjeet Teri <sanjeet.teri@...> wrote:
>
> As per the latest status, scaffolding work for 2 nos of staircases >on one of
the stations is in progress.
> If DMRC is again going to start metro on this stretch where >construction work
is still on. I think DMRC is not serious about >safety issues again and pushing
the things.

***I don't think this is much of an issue - they could just barricade the
staircase area, and divert people to the lifts and escalators. In any case, this
construction work is nowhere near the tracks or operational area, so I do not
think it will pose any danger to the movement of trains.

***By the way, which station are you referring to?

Regards,
~~~~
Manish,
Bangalore.

Dear,
�
As I know, metro will be running through Gurgaon. So, the property you bought is
beneficial.


--- On Wed, 10/21/09, amit <amit7017w@...> wrote:


From: amit <amit7017w@...>
Subject: [delhimetro] Hi
To: delhimetro@yahoogroups.com
Date: Wednesday, October 21, 2009, 5:39 PM


�



Hi friends !

i have got a small question may be you will answer that ?

i have taken a flat at kundli,haryana .

they (TDI group)are claiming that metro will be running between delhi and kundli
( which is around 2.5 km from delhi border .

your expert comments please ?

Thanks & Regards

Amit



















[Non-text portions of this message have been removed]

As per the latest status, scaffolding work for 2 nos of staircases on one of
the stations is in progress. It means, it will take atleast one more week
for casting the staircase and another one week for removing the removing the
scaffolding. Further, stone will be laid on the stairs which may take
further 15 days.

If DMRC is again going to start metro on this stretch where construction
work is still on. I think DMRC is not serious about safety issues again and
pushing the things.
On Wed, Oct 21, 2009 at 2:45 PM, medayilradha <medayilradha@...>wrote:

>
>
>
>
> --- In delhimetro@yahoogroups.com <delhimetro%40yahoogroups.com>,
> "thapliyal_2006" <thapliyal_2006@...>
> wrote:
> >
> > in Noida Metro will Start in next month , it is now declared official
> through E sreedhan sir, because of trade fair will start in 14 nov so it
> might be start inbetween 9 to 10th nov. it trial will start between 1 to
> 7th november , this time it is 100% sure official date , so be happy
> >
> it is really a good news. When i traval in Dubai metro, I always
> remember Delhi metro which quiet compitent to Dubai metro.
>
> While we are happing this happy news, are you not raising a question as
> I do as to when our prestigious line to Badarpur come through.?
>
>
>



--
Sanjeet Teri


[Non-text portions of this message have been removed]

--- In delhimetro@yahoogroups.com, "thapliyal_2006" <thapliyal_2006@...>
wrote:
>
> in Noida Metro will Start in next month , it is now declared official
through E sreedhan sir, because of trade fair will start in 14 nov so it
might be start inbetween 9 to 10th nov. it trial will start between 1 to
7th november , this time it is 100% sure official date , so be happy
>
it is really a good news.  When i traval in Dubai metro, I always
remember Delhi metro which quiet compitent to Dubai metro.

While we are happing this happy news, are you not raising a question as
I do as to when our prestigious line to Badarpur come through.?

Hi friends !

i have got a small question may be you will answer that ?

i have taken a flat at kundli,haryana .

they (TDI group)are claiming that metro will be running between delhi and kundli
( which is around 2.5 km from delhi border .

your expert comments please ?

Thanks & Regards

Amit

in Noida Metro will Start in next month , it is now declared official through E
sreedhan sir, because of trade fair will start in 14 nov so it might be start
inbetween 9 to 10th nov. it trial will start between 1 to 7th november , this
time it is 100% sure official date , so be happy

Seventh accident in the past 11 months Worker killed in Metro mishap Deccan
Herald news Service, Oct 9,Bangalore:
*The Bangalore Metro project continues to hog news headlines for repeated
accidents despite claims by authorities at �Namma Metro� to the contrary on
safety measures followed during construction work.*
  A worker engaged in the Metro work, Suchand Roy, (22), a native of
Nandigram Village at Bardwan District in West Bengal died at Vijayanagar,
here on early Friday morning after an iron pile cage, being carried by an
on-site crane hit him at Manuvana bus stop near Magadi bus stop.

This is the seventh accident to have taken place in the Bangalore Metro
project this year.
The co-workers shifted him to Gayathri Hospital where he was put on a
ventilator, but he reportedly succumbed to his internal bleeding and
injuries at 1.00 am.
Three die in two accidents


[Non-text portions of this message have been removed]

http://www.deccanchronicle.com/bengaluru/metro-will-%E2%80%98drain%E2%80%99-city\
-389

Metro will �drain� city  By By Our Correspondent
  Oct 10 2009

Bengaluru, Oct. 9: The underground stretch of the Metro rail, which will run
for 10 km in two stages from Minsk square to BDA Circle and beyond, and the
proposed road below ground have given rise to fears that the already
depleting groundwater resources of Bengaluru, could worsen with countless
borewells becoming defunct in the process.

Currently Bengaluru has over four lakh borewells providing between 200 to
400 million litres of water per day (MLD) to the city . Of them only five
per cent are recharged and about 20 per cent have gone dry, with the
groundwater level in the city already depleting from 600 ft to 900 ft, says
water expert Vishwanath.

As the Metro rail and the road below ground will cut across the existing
dykes (a natural slope to regulate water levels) and faults (fractures in
the rocks), the movement of groundwater in the area could be badly affected,
warns Captain S .Raja Rao, former principal secretary, department of ecology
and environment.

All the existing borewells downstream, beyond the intersection points of the
dykes and faults, will become dry, leaving their existing users with no
water supply, he says ,explaining that the Metro Rail�s effect on
groundwater should have been examined in an Environmental Impact Assessment
(EIA) report.

�Unfortunately, the new EIA notification of September 14, 2006 issued by the
Union ministry of environment and forests, does not cover such
infrastructural projects of local authorities. This serious omission is
taken advantage by these authorities, who don�t bother to prepare EIAs and
even if they do, the projects do not come up for public hearing as they
should,� Capt. Rao says. In his view, the people living downstream of the
Metro tunnel should ensure that proper measures are taken to minimise the
harm done to the already depleting groundwater resources by adopting
rainwater harvesting and other practices. Also, those who stand to lose
their water supply should be compensated, he says.
  ------------------------------
  *Source URL:*
http://www.deccanchronicle.com/bengaluru/metro-will-%E2%80%98drain%E2%80%99-city\
-389


[Non-text portions of this message have been removed]

Yes. originally it was suppose to open in June only. Then due to rolling
stock scarcity it was delayed by couple of months. And now due to the cracks
it is again delayed. Hopefully it will start the operations in a month or
two.



Regards,

Akhilesh Singh



[Non-text portions of this message have been removed]

Hi friends,

Looks like the recent spate of accidents have hit the Metro hard. The launch of
the Yamuna Bank-Noida section will be delayed by one month.

Find the link to the story below:

http://www.indianexpress.com/news/\
for-first-time-metro-to-miss-deadline-noida-link-delayed/518327/

This is reportedly the first time the DMRC is missing a deadline. The section
was originally supposed to be opened in August, but the accidents and subsequent
discovery of cracks on the pillars has now delayed the launch.

Regards,
~~~~
Manish,
Bangalore.

http://timesofindia.indiatimes.com/NEWS/City/Bangalore/Metro-will-jam-way-for-15\
k-cricket-fans/articleshow/4956972.cms

Metro will jam way for 15k cricket fansTNN 1 September 2009, 01:47am
IST BANGALORE: Here is a shocker for cricket lovers in the city.
Bangalore Metro
may seriously hamper access to a significant portion of the historical
Chinnaswamy stadium (north-eastern side on Cubbon Road) which seats nearly
15,000 spectators.

The train after turning from Anil Kumble Circle will pass through the police
headquarters, skirt through a portion of the stadium near Karnataka Land
Army Corporation before going underground near the Minsk square.

This was disclosed at an interactive session with Srikantadatta
Narasimharaja Wadiyar, KSCA president, and Brijesh Patel, KSCA secretary,
held at the TOI office on Monday.

Patel said: �They first said the train will not touch the stadium and will
go underground. Now, they say they will take over the land which will affect
the entry into the stadium. It will cause inconvenience to spectators. We
will be forced to raise the height of the ramp. We told them to go
underground a few feet before the diversion to Cubbon Road so that the
stadium need not be disturbed. But they do not want to listen to us. For us
it means 15,000 seats in the stadium will get isolated.��

Patel was quick to clarify: �We are not against the Metro project. But there
can be re-alignment. The stadium even hosted the World Cup. It has to be a
win-win situation.� He clarified that no part of the stadium will need to be
demolished. But the realignment is going to make entry to and exit from the
Eastern and Northern stands difficult, forcing the KSCA to build a ramp
above the Metro. Even if that is possible, the catering areas for the
15,000-odd spectators who will occupy those stands will be almost impossible
to create, he said.


[Non-text portions of this message have been removed]

Subject: Metro Debate,Today, Monday 31 Aug 09, 6.00 pm, at IIC Annexe.
Details below.

---------- Forwarded message ----------
From: Rajiv Kakria <rkakria@...>
Date: Sat, Aug 29, 2009 at 4:57 PM
Subject: Metro Debate, 31-08-09, 6.00 pm, IIC.
To: delhi metro kuldip singh <kuldiparch@...>

Dear Friends,
Pls. make it convenient to attend the Debate. We wish to find a Holistic
solution to the transportation needs of the city.
Pls. See Attachment. Forward this mail to other friends.

Warm Regards,

Rajiv Kakria
9810275168

*METRO DEBATE �
What Price Public Safety*

Monday, August 31, 2009 6.00 pm onwards
India International Centre, Annexe, Lodhi Estate, New Delhi.

Metro as a mode of Transport and its Alignment � A Holistic view from all
perspectives ....

Public Health, Ecology, Pollution, Aesthetics, Sociological View Point,
Synergy with City, Surface Congestion, Metro Cost Vs Social Cost to Society,
Public Safety .....

EMINENT SPEAKERS

a. Prof. S. K. Kacker, OTO-RHINO-LARYNGOLOGIST, (ENT) Former Director,
AIIMS.
b. Rajiv Kakria, Advertising Professional, Petitioner, PIL Vs DMRC
c. Prem Mehta, Architect, Former President, Council of Architecture
d. Mahendra Raj, President, Indian Association of Structural Engineers
e. Kuldip Singh, Architect & Town Planner
f. Ratan K. Singh, Advocate, Representing the Petitioners in PIL Vs DMRC
g. Anil Sharma, President, CHETNA (NGO)
h. Prof. Vikram Soni, Environmentalist, Professor, Pusa Institute
i. Prof. Sanjay Srivastava, Professor of Sociology, Institute of Economic
Growth
j. S.K. Vij, Former Member Railway Board, President, Indian Building
Congress
k.. Sudhir Vohra, Architect , Visiting Faculty SPA & Former Member Review
Committee, National Building Code 2005


You are cordially invited - SHEHR (Society for helping environment, habitat
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http://www.livemint.com/2009/08/30220005/Delhi-Metro-what-counts-what.html?h=B

*Delhi Metro: what counts, what doesn�t*
Delhi Metro�s success has been, in no insignificant measure, due to the
special concessions it has been offered
  Off the Record | Srivatsa Krishna
  Delhi Metro represents a huge �feel good� factor for Indians and it is an
asset India should value and preserve. Unarguably, it is a tribute to E.
Sreedharan�s leadership and stellar qualities as a project manager and a
terrific team of Indian and foreign consultants and contractors. However,
there are a number of issues about Delhi Metro Rail Corp. (DMRC) which need
to be highlighted, and many of which have never been analysed before.
First, just as Sreedharan deserves all credit for the success of the Metro,
he should also shoulder the blame for its failures, such as its poor safety
record. He is known to be someone like late former prime minister V.P.
Singh, who carries his resignation letter in his pocket. That offers little
consolation to the average citizen unless he is serious about taking
responsibility for failure as well. He was honourable enough to accept moral
responsibility for an accident at a Metro site in July and offer to step
down, which is rare in India, but then he should not have taken it back,
which made it look like a charade.
*Also Read *Srivatsa Krishna�s earlier columns
<http://www.livemint.com/articles/keywords.aspx?kw=Off%20The%20Record>
Second, Sreedharan and many around him have come to believe that he is
irreplaceable. This belief has, in no small measure, contributed to the fact
that almost a decade-and-a-half after its inception, DMRC has seen no
succession planning or a second rung of leadership being visibly groomed.
Third, it is believed among those in the know that DMRC has some form of
immunity from the Chief Vigilance Commissioner (CVC), and Sreedharan has
never denied it. If this is indeed true, Sreedharan has got immunity for
himself and DMRC from any vigilance investigation. Likewise, DMRC is not
subject to the same full Comptroller and Auditor General (CAG) audit that
other government departments go through, but only some kind of a thematic
audit.
These unusual powers can make even the ordinary civil servant perform
extraordinarily and, as such, we need to view Sreedharan�s success through
this prism as well. The other question which begs a response is that if DMRC
can be given such immunities why not other projects of national importance?
Fourth, another criticism one often hears about DMRC is that it has spent
Rs12,000 crore to carry 5% of Delhi�s public. The remaining 95% of the
population still uses buses. This, to my mind, is a bit unfair for the
correct perspective on infrastructure projects is a 20-30-year one, and most
Metros took a long time to achieve footfalls. For example, Sao Paolo and
Paris Metros and Lexington avenue station of the New York Metro are among
the busiest in the world. So it�s possible DMRC overestimated its number of
commuters, for optimism in traffic forecasts is an occupational hazard. I
wouldn�t hold this against DMRC unless it seriously ruins its ability to
service debt.
Fifth, everyone cried hoarse when Maytas Infra Ltd was given a lot of
valuable real estate in Hyderabad Metro�s case. What people are probably
less aware of is that the total land gifted to DMRC and tax exemptions taken
together is almost Rs1,500 crore, which along with the soft loan granted to
it by Japan International Cooperation Agency is yet another reason for
DMRC�s success. Further, DMRC has been refusing to pay Delhi government even
the Rs452 crore property tax that it owes! DMRC�s total debt is about
Rs6,648 crore, the government subsidizes this and no dividend has been paid
on the government equity of Rs3,702 crore either till date, which adds to
the annual subsidy.
What Delhi Metro is not telling you is that no Metro in the world is
profitable merely based on revenues or advertising rights. Instead, there is
almost always a large real estate component or an easy tenor debt thrown in,
which is the kicker that makes it viable. This is something DMRC has been
coy about admitting, but is quick to scream murder when it happens to, say,
a Hyderabad Metro.
Sixth, land acquisition for DMRC was done under emergency clause of the Land
Acquisition Act and the courts upheld this. However, the same was not used
in the other Metro rail systems being developed in the country and wherever
tried, the courts struck them down.
Thus, DMRC�s success owes at least as much to these special dispensations
given to it as it is to Sreedharan�s project management skills. Arguably
otherwise an SPV, or a special purpose vehicle, will not remain special but
will become an ordinary purpose vehicle and perhaps end up like an Air
India. If this argument is correct that SPVs deserve to be treated in a
�special� manner in order to speedily implement large infrastructure
projects, then the same logic should be extended to every infrastructure
project of national importance, not just to DMRC. Today Sreedharan alone
gets a �special� dispensation, but not the managing directors of other
Metros.
In sum, Delhi Metro�s success has been, in no insignificant measure, due to
the special concessions it has been offered. Sreedharan�s stature would not
get diminished if he acknowledges these publicly, stops pretending that the
DMRC model is replicable because without these it is not, and builds a
second generation of leadership. These, if any, are the biggest takeaways
from the Delhi Metro story.
*Srivatsa Krishna is a Harvard MBA and an Indian Administrative Service
officer. He writes weekly on business, government, infrastructure and
entrepreneurship. The views expressed here are his own. *


[Non-text portions of this message have been removed]

First, just as Sreedharan deserves all credit for the success of the Metro,
he should also shoulder the blame for its failures, such as its poor safety
record. He was honourable enough to accept moral responsibility for an
accident at a Metro site in July and offer to step down, which is rare in
India, but then he should not have taken it back, which made it look like a
charade.

Second, Sreedharan and many around him have come to believe that he is
irreplaceable. This belief has, in no small measure, contributed to the fact
that almost a decade-and-a-half after its inception, DMRC has seen no
succession planning or a second rung of leadership being visibly groomed.

Third, it is believed among those in the know that DMRC has some form of
immunity from the Chief Vigilance Commissioner (CVC), and Sreedharan has
never denied it. If this is indeed true, Sreedharan has got immunity for
himself and DMRC from any vigilance investigation. Likewise, DMRC is not
subject to the same full Comptroller and Auditor General (CAG) audit that
other government departments go through, but only some kind of a thematic
audit.

These unusual powers can make even the ordinary civil servant perform
extraordinarily and, as such, we need to view Sreedharan's success through
this prism as well. The other question which begs a response is that if DMRC
can be given such immunities why not other projects of national importance?

Fourth, another criticism one often hears about DMRC is that it has spent
Rs12,000 crore to carry 5% of Delhi's public. The remaining 95% of the
population still uses buses. This, to my mind, is a bit unfair for the
correct perspective on infrastructure projects is a 20-30-year one, and most
Metros took a long time to achieve footfalls. For example, Sao Paolo and
Paris Metros and Lexington avenue station of the New York Metro are among
the busiest in the world. So it's possible DMRC overestimated its number of
commuters, for optimism in traffic forecasts is an occupational hazard. I
wouldn't hold this against DMRC unless it seriously ruins its ability to
service debt.

Fifth, everyone cried hoarse when Maytas Infra Ltd was given a lot of
valuable real estate in Hyderabad Metro's case. What people are probably
less aware of is that the total land gifted to DMRC and tax exemptions taken
together is almost Rs1,500 crore, which along with the soft loan granted to
it by Japan International Cooperation Agency is yet another reason for
DMRC's success. Further, DMRC has been refusing to pay Delhi government even
the Rs452 crore property tax that it owes! DMRC's total debt is about
Rs6,648 crore, the government subsidizes this and no dividend has been paid
on the government equity of Rs3,702 crore either till date, which adds to
the annual subsidy.

What Delhi Metro is not telling you is that no Metro in the world is
profitable merely based on revenues or advertising rights. Instead, there is
almost always a large real estate component or an easy tenor debt thrown in,
which is the kicker that makes it viable. This is something DMRC has been
coy about admitting, but is quick to scream murder when it happens to, say,
a Hyderabad Metro.

Sixth, land acquisition for DMRC was done under emergency clause of the Land
Acquisition Act and the courts upheld this. However, the same was not used
in the other Metro rail systems being developed in the country and wherever
tried, the courts struck them down.

Thus, DMRC's success owes at least as much to these special dispensations
given to it as it is to Sreedharan's project management skills. Arguably
otherwise an SPV, or a special purpose vehicle, will not remain special but
will become an ordinary purpose vehicle and perhaps end up like an Air
India. If this argument is correct that SPVs deserve to be treated in a
"special" manner in order to speedily implement large infrastructure
projects, then the same logic should be extended to every infrastructure
project of national importance, not just to DMRC. Today Sreedharan alone
gets a "special" dispensation, but not the managing directors of other
Metros.

In sum, Delhi Metro's success has been, in no insignificant measure, due to
the special concessions it has been offered. Sreedharan's stature would not
get diminished if he acknowledges these publicly, stops pretending that the
DMRC model is replicable because without these it is not, and builds a
second generation of leadership. These, if any, are the biggest takeaways
from the Delhi Metro story.





Regards,

Akhilesh Singh



[Non-text portions of this message have been removed]