Metro Mania
Kolkatta, Delhi and now it was turn of Bangalore and Mumbai to go the Metro way. After the ostentatious inauguration of the Metro Project in Bangalore on 24th of June, the city was high in spirits. The city has greeted the decision with pomp and joy. The Bangalore Metro project is estimated to cost a whopping Rs. 6300 crores.
The metro project aims at reducing the congestion in the technological and software hub of the nation. The Bangalore metro will have a 33 km elevated and underground rail network with 32 stations for Phase I of the project. The work is scheduled to start in September in full swing and the first of the trains will run in three years.
Similarly, the Mumbai metro rail project is all set to lighten the government treasury by a gargantuan 19,500 crores. The first phase will provide a much needed connectivity between eastern and western suburbs of the city. The swanky and plush metro rails are set to make the city more accessible and congestion free.
In a developing country like ours where for 20 percent people live below the other alternatives must be thought upon. The Bus Rapid Transit system provides an excellent alternative to the expensive metro rails. Moreover the amount of work needed to be carried out, the risk of corrupt contractors and delay for the completion of the project is negated to a considerable extent. The Bus rapid transit has been successfully executed in about 35 countries of the world. The Gujarat government has taken a step ahead by not joining the metro race and promising Ahmedabad a world class BRTS system. This certainly seems the most viable and sensible option.
A comparison between BRTS and MRTS will indeed be justified here. BRT attempts to combine the advantages of a metro system (exclusive right-of-way to improve punctuality and frequency) with the advantages of a bus system (low construction and maintenance costs, does not require exclusive right-of-way for entire length). On a single route basis, the capacity of BRT and normal buses is smaller compared to metro trains. Typical buses are 40 feet long, articulated buses 60 feet. Metro trains can be 800 feet long. Metro Rail tends to provide a smoother ride and is known to attract significantly higher passenger numbers than road-based systems. An advantage of BRT, however, is that its maintenance facilities can be located anywhere, whereas for rail there must be a facility for each separate line. An important advantage of BRTS is its flexibility. Like in Ahmedabad, the system can first be implemented over a 10 km stretch. The time taken for the initial phase to be in operation is less than 2 years. In Ahmedabad the first phase is a 10 km stretch between Naroda and Thakkar Bappa Nagar which will be completed in 18 months, once the work commences.
The most important fact is the cost factor. The comparison between the costs of implementation between the two systems can be given by an illustrative example. The entire Delhi Metro rail project phase I had been for 64 km and cost around Rs. 10,500. That is a mammoth 165 crores a km, where as the 10 km stretch of BRT in Ahmedabad will cost around 75 crores. That comes to about 7.5 crores a km. That is a massive cost saving.
Higher costs of metros are acceptable for the kind of facilities and ease they provide, but only if they are benefiting and improving the current infrastructure woes. But building huge metro systems will certainly hinder the traffic in the city in a big way. Also DMRC expected around 15 lakh passengers to use the metro rails in 2005. But only 4.5 lakh passengers currently use it regularly.
All in all a cheap and a cost effective solution to the traffic problems in major cities of India can prevent the government from burdening its pockets.