Pune Metro Presentation by Prashant Inamdar

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Presentation on Pune Metro delivered by Prashant Inamdar on 24 June 2012 at an event organized by Deccan Gymkhana Parisar Samiti (DgpsPune.com)

Presentation on Pune Metro delivered by Prashant Inamdar on 24 June 2012 at an event organized by Deccan Gymkhana Parisar Samiti (DgpsPune.com)

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  • 1. Pune Metro -- You should know about it! By Prashant Inamdar A worried citizen
  • 2. Yes, we need good public transport• Traffic in Pune has become a very serious problem due to ever increasing number of vehicles on road• We definitely need a very good public transport which alone can solve the traffic problem• There are various public transport options available – normal bus service, BRT, Tram, LRT, Monorail, Metro• Whatever transport system (or combination of systems) we choose, it must be need based, efficient, affordable, people friendly and fit into the fabric of the city
  • 3. Metro Metro conjures up a very rosy picture and we may have a feeling that it is high time we have Metro in Pune Nothing wrong, but first we need to be clear about what metro is and what metro is not ! What Metro is not –• Metro is not a magic wand which will make the traffic problems of the city disappear• Metro is not a system which Pune should have, simply because it is the most advanced mass transport system• Metro is not a system which Pune should have, simply because Pune is now a big, growing metropolitan city – IT, industrial, education hub….• Metro is not a system which Pune must have whatever be the impact and price to be paid
  • 4. Metro What metro is –• Metro is the most expensive mass transport system in the world with a costing of about Rs 200 crores per km or more depending on metro type and site conditions• Metro operation, maintenance, security is also a very expensive affair• Metro train has a high carrying capacity (about 1000 to 1500 passengers for number of SG coaches - 4 or 6)• Metro needs to have a certain minimum number of passengers to make it viable in view of very high capital and operating costs• Metro is irreversible and permanent - for lifetime of city! Hence decision about metro has to be purely need based and taken rationally, sensibly and responsibly !
  • 5. Pune Metro proposal DMRC (Delhi Metro Rail Corporation) appointed by PMC submitted a report for Metro in Pune. This report was originally approved by PMC in great haste in January 2010 without any independent study, transparency and public consultations. Now after two and half years State Government has also approved the DMRC report in June 2012. Report available on PMC website – www.punecorporation.org• No one need be against Metro as a mode of mass transport. But we citizens have a right to know what DMRC’s metro proposal is, whether it will be really useful for us, what impact it will have on us and our city, what financial burden will be put on us and then decide whether we want it ! As PMC has not provided information to citizens about Pune Metro plan, this citizen-friendly presentation has been prepared for public information and awareness and is based on a study of DMRC’s report from a citizens’ perspective.
  • 6. Pune Metro presentationBasic key considerationsSuitability of DMRC plan for Vanaz–Ramwadi Elevated Metro assessed onfollowing considerations -4) Metro route feasibility, viability and whether convenient, really useful for majority of citizens2) Elevated metro – Impact on city, people, road traffic – Compliance with rulesSincere requestYes, the presentation is lengthy.But the issue is also a very big one – thousands of crores worth and impacting thecity for lifetime! Attempt has been made to cover it comprehensively.You may skip slides which you feel are less important.But my sincere request to all is - Please view the full presentation.
  • 7. Pune Metro routes – Phase IDMRC’s recommendation for Pune Metro – Phase IStandard gauge Elevated metro as under :• Corridor 2 – Vanaz to Ramwadi• Length - 14.925 km• Capital cost - Rs. 2217 crores + taxes• Total completion cost – Rs. 3000 crores approx. with central taxes only Costs based on September 2008 prices – Actual cost of execution could be much higher
  • 8. Pune Metro routes – Future• Corridor 1 – Pimpri Chinchwad to Swargate (Phase I - but under hold as PCMC has not approved it)• Length - 16.589 km - Elevated 11.57km – PC to Shivajinagar - Underground 5.019km – Shivajinagar to Swargate• Capital cost - Rs. 4911 crores + taxes• Total completion cost - Rs. 6500 crores approx with central taxes only (based on September 2008 prices)• Phase 2 1) Swargate – Katraj (4 km) 2) Deccan – Tilak road – Swargate – Shanker seth road – Race course – Bund garden (11 km) 3) Pataleshwar – University – Aundh – Hinjewadi (18 km)• Total Phase I + II – 64.5 km
  • 9. Vanaz-Ramwadi Route• Vanaz (START) – Paud road – (2) Anandnagar – (3) IdealColony – Paud phata – Karve road – (4) Nal stop –(5) Garware college – (6) Deccan – JM road –(7) Pataleshwar – Sancheti chowk – (8) Civil court – Rivercrossing – Ambedkar road – (9) Mangalwar peth – (10)Sasoon – (11) Pune Railway station – Railway crossing –Jehangir hospital – (12) Ruby hall clinic – (13) Bund garden –River crossing – Nagar road – (14) Yerawada –(15) Kalyani nagar – (16) Ramwadi (END) # Numbered locations are 16 metro stations• Now proposed to be extended up to Chandan nagar with a separate branch to Airport.
  • 10. PCMC Mumbai – Bangaluru highway Phase1 – Metro line 1 - 16.6 Kms Hinjewadi Ramvadi Bund Pataleshwar Garden Phase1 – Metro line 2 -14.9 Deccan Gymkhana Vanaz Karve Road SwargatePhase I Leged•Metro Line 1 BRTS Phase I Stretch 1. Elevated BRTS Phase II Stretch 2. Underground BRTS Phase II Stretch ( City Core Area ) Bengaluru Pune Mumbai Highway•Metro Line 2 Katraj To BangaluruPhase 2Courtesy : V I T’s PVP College of Architecture – Pune. Project by : IV th year B.Arch. students 2009 -10
  • 11. Vanaz-Ramwadi Elevated Metro Issues1) Metro on road Elevated metro has to run on road at a height of about 10 mtr. There will be a flyover like structure called via duct with pillars on road. Reduction in total road carriageway width by about 3 mtr. – likely increase in traffic congestion as road widening not possible and no guaranty of substantial reduction in number of vehicles due to metro – Central lane BRT will not be possible – Normal bus service also affected due to less road width 9 mtr of central road portion will be barricaded during construction– traffic chaos as no suitable alternative diversion roads available (example Karve road, J M road, Maldhakka road, Sasoon road, Railway station area)
  • 12. WITH UNDERGROUND METRO Before METRO Road without METRO Same Road with METRO (Concept picture) Courtesy : Ar. Nitin Killawala
  • 13. Metro on road Karve road
  • 14. Metro on road Nal stop junction
  • 15. Metro on road Deccan junction
  • 16. Vanaz-Ramwadi Elevated Metro Issues2) Metro station on road 35-40 mtr wide,140 mtr long and 23 mtr (7-8 storey) high metro station at every one km – insufficient clear space for station (example Nalstop station) – demolition of road side buildings, land acquisition required – increase in pollution as vehicle exhaust gases cannot escape upwards Station platform at 12 to 17 mtr height (4-5 storey) above road level – access could be a problem – large number of steps to be climbed (As per DMRC report - Executive summary, pg 12 – Provision for escalators only in paid area. No lifts for disabled persons at present – future provision being kept in civil work) Station entry/exit will block footpath, unsafe for pedestrians who will have to walk on congested road Bus stops will be shifted inconveniencing bus passengers No parking space possible at metro stations due to location in congested areas (DMRC report - Executive summary, pg 12) – people using own vehicles will not be able to use metro
  • 17. 4 Storey 7 StoreyHigh HighPlatform Station TYPICAL METRO STATION (indicative concept drawing)Courtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009 -10
  • 18. WITH UNDERGROUND METRO Road without METRO Same Road With METRO STATION (Concept picture)Courtesy : Ar. Nitin Killawala
  • 19. Metro Station on roadBuildings close to road edge
  • 20. Metro station - Karve Road (indicative concept drawing)Courtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009 -10
  • 21. Vanaz-Ramwadi Elevated Metro Issues3) Metro alignment on road Metro cannot be at road centre in case of obstructions or sharp turn on road which metro cannot take Existing Paud phata flyover will shift metro to Paud phata - SNDT road further reducing road width on the congested road Metro alignment not possible at existing road turnings, for example Khandujibaba chowk,Sancheti chowk,Railway station – metro will deviate from road centre – demolition of road side buildings, land acquisition required Railway crossing at Pune Railway Station – big problem as very busy rail route River crossings may also pose problem, land acquisition required
  • 22. Metro Alignment – Paud phata
  • 23. Metro Alignment – Khandujibaba chowk ad Ro C. Chitale Bandhu F. Deccan Gymkhana Janseva Ground Dinning Hall Deccan Post J. M. Road Office Karve R oad l Poo ki Lad (Reference: DMRC Report) Courtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009-10
  • 24. Metro Alignment – Sancheti chowk Tow r Nag ards College of a Engineering Shiv Hostels Sancheti aji hospital Jangali Maharaj Roa d Courtesy : V I T ‘S PVP College of Architecture, Pune. Project by : IV th year B.Arch. C.O.E.P Ground Kalaniketan Tata Indicom Civil CourtCourtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009
  • 25. Metro Alignment – Railway station
  • 26. Vanaz-Ramwadi Elevated Metro Issues4) Violation of fire safety norms and DC rules in metro construction• Insufficient space for metro stations and alignment• Part or full demolition of buildings required• Metro construction will encroach on footpaths and side margins of road side buildings• Metro construction could be very close to existing buildings without sufficient circulation space in between• Natural light, ventilation for buildings will be affected• Clear access to building from road may get blocked• All portions and floors of building will not be accessible for fire engines• Rescue in case of emergencies will be severely hampered
  • 27. Vanaz-Ramwadi Elevated Metro Issues5) Shifting of surface and under ground utilities required (water, sewage, storm water drain, electricity, telephone, traffic signals) – serious problems in physical shifting – poor co-ordination between different agencies – availability of suitable space for relocation will be a problem – citizens will suffer due to disruption/disconnection of services during shifting, relocation, replacement6) Traffic management during construction - big problem (regulation, re-routing, diversion etc.) – suitable roads for traffic diversion not available – severe traffic congestion & unsafe road conditions – insufficient traffic police strength for traffic regulation – people will suffer as mobility seriously affected – pedestrians will face serious problems – fate of disabled will be worst
  • 28. Vanaz-Ramwadi Elevated Metro Issues7) All future options on road will be closed permanently – flyovers, subways, BRT, monorail, walkways, trees, beautification etc.8) Risks & trauma• Risk to existing buildings due to operation of heavy machinery, crane movement etc.• Safety risk for people, accident hazard• Health risk and severe inconvenience for people residing or working in construction site area due to noise, vibrations, air pollution etc.• Patients, senior citizens, students will be seriously affected• Mental trauma to citizens due to continuous disturbance, disruption of utility services, mobility problems, changes in daily life pattern, rehabilitation due to demolitions, land acquisitions etc.
  • 29. Vanaz-Ramwadi Elevated Metro Issues9) Loss for citizens• Loss of business due to construction activity and difficulty for customers, goods carriers to access the business premises• Loss of livelihood• Loss of value of premises due to various reasons• Loss of time for travel on road• Loss due to increased fuel consumption• Loss of life and property in case of emergencies where premises are inaccessible for fire engines, ambulances due to metro alignment, metro stations
  • 30. Vanaz-Ramwadi Elevated Metro Issues10) Visual impact & quality of life– Hundreds of trees on road will be cut (eg JM road)– Building side margins and road side open spaces, beautification will vanish– Metro track will be like a continuous flyover on road cutting off view of sky– Huge metro stations across entire road width and very close to road side buildings will be eye sores– Elevated track and stations together will give basement effect on road– View of historical monuments, statues affected– This extreme visual pollution on prime roads will reduce quality of life for citizens
  • 31. Post METRO Concept picture Pre Metro Statue of Rani Jhansi at Balgandharva ChowkCourtesy : V I T’s PVP College of Architecture, Pune. Project by : IV th year B.Arch. students 2009-10
  • 32. Vanaz-Ramwadi Elevated Metro IssuesImpacts where ?• All these impacts on roads which are vital arterial links for the city – Paud phata, Karve road, JM road, Maldhakka road, Bund garden road..• Roads already congested with traffic volume exceeding road capacity• Central lane BRT also planned on the roads• Areas fully developed and further road widening not possible• Massive metro columns and stations would reduce carriageway width which may cause serious traffic congestion problems• Situation worse during construction phase as half the road carriageway width would be blocked• Suitable alternative roads of adequate capacity not available for traffic diversion• Traffic and mobility will become a nightmare for citizens seriously affecting their daily life• Situation for pedestrians will become terrible and highly unsafe
  • 33. Vanaz-Ramwadi Elevated Metro Issues• Station location– For metro to be useful, most important is convenient access to metro station for people using different transport modes, example walk, cycles, buses, rickshaws, own vehicles– Proper footpaths, road crossings, cycle stands, feeder bus routes and bus stops, rickshaw stands, vehicle parking space are a must for maximum people to use metro. This is also necessary for sufficient rider-ship and financial viability of metro– However all this is not possible for metro stations located on congested routes – stations are proposed even at such congested locations as Nal stop, Garware college
  • 34. Elevated Metro Issues - elevated Vs underground• Most of the drawbacks / problems with elevated metro do not exist in case of underground metro. Some additional points -• Expected life of elevated metro much less than underground metro – due to above ground steel & concrete structures.• Safety level less than underground metro – safety of structure, earthquake safety, road safety, safety for people, safety in view of terrorist threat etc.• Elevated Metro stations not possible at desired locations eg. within Railway station /with direct access – possible with underground metro• Interconnectivity of elevated metro route with other routes cannot be done – possible with underground metro• Basic capital cost of underground metro is higher – however saving due to some reasons such as shorter route length as it is not necessary to follow road alignment, reduction in cost if broad gauge option chosen as claimed by some experts.
  • 35. Elevated Metro Issues - elevated Vs underground Real cost of elevated metro – Direct cost of underground metro is no doubt higher than elevated metro, but … Cost per year of life of elevated metro and underground metro should be compared (Life of underground metro much higher than elevated metro) Cost of impact of elevated metro on people and the city should be considered (a) hardships, risks, trauma, losses, displacement citizens would suffer (b) land acquisition, demolitions, reconstruction, rehabilitation (c) increase in traffic congestion, travel time, fuel cost, pollution due to metro route on congested roads (d) tree cutting and environmental impact (e) fall in quality of life (f) permanent disfigurement of city (g) closing of all future options etc. All such costs need to be factored in the cost for elevated metro to know it’s real cost for the city.
  • 36. Elevated Metro Issues - elevated Vs undergroundWith above analysis, real cost differencebetween elevated and underground metro willreduce and underground metro on viableroutes will prove more cost effective in the longrun over full life span.Hence underground metro option should also beconsidered.
  • 37. Pune Metro costingDMRC cost estimate based on September 2008 prices – how realistic it is?Cost escalation possible in case of following -• All direct and indirect items/works not considered adequately• Detailed surveys and studies not done to assess work quantum• Delays due to hurdles in obtaining required statutory permissions• Delays due to problems in land acquisition• Delays due to non-availability of site clearances• Delays due to improper assessment of work and difficulties in execution• Delays due to shifting of utilities• Delays due to non-availability of funds• Delays due to commercial / legal issues…….Escalation in project costs as work progresses is a usual experience – how will the additional funds be raised ?
  • 38. Metro fundingProposed funding of metro capital cost1) SPV model – Special Purpose Vehicle under State control eg.DMRC• 20% each - by Central Government and State Government as equity• 60% - by PMC, loans from banks/financial institutions, other sources2) PPP model – Not very successful elsewhere as Metro is social sector• BOT – Private firm responsible for financing, designing, building, operating and maintaining entire project. – State Government’s contribution limited to cost of land only. – Private operator will demand certain assured high rate of return – Can become burden on city and citizens• Other PPP models – Both public and private sector assume separate responsibilities
  • 39. Metro fundingOther sources of revenue• Sale of 4 FSI proposed for 500 mtr stretch on both sides of metro corridor• Property development of Govt. land with 4 FSI & with involvement of Developers• Lease rentals• Advertisements• Parking rights leasing• Co-branding rights to corporates• 50% cess on tax for registration of vehicles• Surcharge on fuel (petrol, diesel, CNG)• Metro tax @ 2% on pay rolls of all establishments with more than 100 employees• Surcharge @ 10% on luxury tax on earnings of Star hotels• Professional tax @ 1%• Surcharge on property tax• Entry tax on all commercial vehicles…….
  • 40. Metro funding issues• Whether Central and State Governments will really contribute 20% of metro cost as expected ? – In a recent letter Central Govt. has stated that resources through budget are highly limited and cannot be concentrated in a few cites alone. It has asked State Governments to resort to innovative financing mechanism using land as a resource as well as other levies and taxes• Large loans for Metro – will it mean exhaustion of credit limit for Pune City (PMC) only on this one project -- meaning that we might later not be able to borrow for other essential projects - e.g. Water or Sewerage projects, which are also urgently needed• Repayment – Whether PMC will be in a position to provide timely funds for repayment of loans• Operational losses – Who will provide funds to compensate for operational losses?• Diversion of funds – from city developmental projects in case of shortage of funds? – will have adverse impact on city development• Burden on citizens – What will be the direct and indirect burden put on citizens for capital costs, repayment of loans and operational losses?
  • 41. Issues related to higher FSIProposal• DMRC has suggested densification along Metro corridor - to increase ridership of Metro which is on the lower side• Densification to be achieved by providing additional FSI – 4 FSI up to 500 mtr on both sides of Metro corridor• Sale of additional FSI at a premium - to raise funds for MetroIssues• Will it be possible for PMC to provide necessary infrastructure, services, amenities as per standards for the additional FSI - water, electricity, sewerage, solid waste collection, roads, footpaths, parking space, open spaces, public amenities etc. (Has not been possible even with present lower FSI)• Metro corridor passes through prime area - property rates already high - with higher FSI at a premium, property rates will be still higher.• Property rates unaffordable for common citizens who are potential public transport users• Only affluent class will be able to buy property and may prefer use of own private cars and not Metro• Densification along metro corridor may thus increase road traffic without benefiting metro ridership
  • 42. DMRC report - what it does not have DMRC report recommends Metro as a stand-alone transport system without correlation with existing transport systems (BRT, local trains) or other proposed road projects / systems such as HCMTR, Shivane-Kharadi riverside road, ring roads, Monorail etc. Shivane-Kharadi road, Monorail along Mula-Mutha riverbanks, BRT will run almost parallel to the Vanaz- Ramwadi metro corridor on major part of route. Kharadi is also close to Ramwadi. Impact of above transport projects on viability of Vanaz-Ramwadi metro has not been considered. DMRC report does not give multiple options and choice but recommends only a single option of a particular type of Metro (Elevated, Standard gauge) on a specific route (Vanaz–Ramwadi) along highly congested roads. DMRC report does not give any cost-benefit analysis to justify selection of recommended Elevated Standard gauge Metro in comparison with other types of metro (Underground, Broad gauge) and other mass transport options (Tram, LRT, Monorail)
  • 43. DMRC report - what it says Chapter 4, pg 2 - Underground metro preferable over elevated on numerous considerations if corridor is on busy roads --- which means only underground metro is suitable for proposed Pune Metro routes. However DMRC has recommended the unsuitable elevated metro on lower cost considerations. But is the real cost as low as claimed ?• Chapter 3, pg 2 – Break-even point between bus transport and metro system is about 15,000 phpdt (persons per hour per direction). Most likely maximum phpdt for Vanaz-Ramwadi route will be 5,817 in 2011 and 10,982 in 2031 --- which indicates low ridership. Thus metro will not reach break-even point even in 2031 and will also remain grossly under-utilized even during peak periods. This puts a big question mark on the very selection of the East West Vanaz - Ramwadi corridor for Metro !! Inadequate survey sample size – Only 350 persons from a population of approx. 50 lakh (PMC + PCMC) and 3000 households from approx. 12 lakh households have been interviewed for survey which is inadequate.
  • 44. DMRC report - Recommendation basis• DMRC has recommended elevated metro on Vanaz – Ramwadi corridor solely on lower cost basis• It appears that the only feasibility aspect DMRC has considered is whether metro columns and metro stations can be physically constructed at planned locations after demolition of buildings that come in the way and acquisition of whatever land required - thus even a 20 mtr wide road should also be sufficient for Metro as per DMRC logic.• Various relevant aspects including utility, vital issues, possible impacts – all of which are important for the city and citizens have not been addressed by DMRC at all.
  • 45. DMRC report - independent study needed PMC has accepted DMRC report blindly without independent study which is not in public interests Here DMRC’s technical competence and capabilities are not being questioned. DMRC are metro technology providers and not Traffic & Transportation experts. What is being questioned is DMRC’s selection of metro route in terms of transportation needs, practical feasibility considering site constraints, viability and social impacts. This is purely a Traffic & Transportation matter and not metro technology matter. DMRC has relied on outdated Traffic studies and got Traffic survey work done from IIT, Mumbai. Hence DMRC report needs independent appraisal and scrutiny by third party experts with participation of citizen groups. Final decision should be taken only in consultation with the public.
  • 46. Vanaz-Ramwadi Elevated Metro Utility for citizens ? After all this analysis, basic question still remains - whether proposed Metro will really be useful for citizens and solve the traffic problem. Vast majority of commuters in the Warje, Karvenagar, Kothrud, Paud road areas branch off from Karve road to proceed towards and beyond Law College road, Mhatre bridge, Shastri road, Tilak road etc. Metro route along Karve road - JM road - Nagar road would not be of use to these commuters. Bus connectivity to proposed metro stations from Warje, Karvenagar, Kothrud suburbs and generally other areas along the corridor is not adequate making access to Metro from farther areas difficult. With no parking space available at metro stations, commuters will not be able to use own vehicle to travel up to metro station. High passenger density areas are not covered eg. Shivajinagar railway station and ST bus stand, Pune railway station and ST bus stand. Though metro route passes through nearby areas, metro stations are not directly accessible from within the premises. Due to such reasons utility of Vanaz-Ramwadi metro will be low and expected reduction in traffic on road may hence not take place – This is also proved by ridership figures in DMRC report
  • 47. Vanaz-Ramwadi Elevated Metro• Expectations from metro for road traffic – reduced congestion on road, faster travel, safer travel, reduced fuel consumption, reduced pollution etc.• Opposite impact of elevated metro ? More traffic congestion and pollution likely due to – lesser metro ridership, no substantial reduction in vehicles on road – reduced road width because of pillars, stations – flyovers, subways not possible where required – large inflow/outflow of commuters at a single road side location (metro station) clashing with traffic on congested arterial roads – Basement effect of metro stations - increased pollution ?
  • 48. Mumbai Elevated Metro scenario Line 1 – Versova – Andheri – Ghatkopar• Building demolitions• Metro too close to standing buildings• Major problems being faced in shifting of utilities – causing delays• Fire safety norms and DC rules violated• Great inconvenience and hardships for citizens Line 2 - Charkop- Bandra- Mankhurd - 32km Original DMRC estimate – Rs. 6376 crores MMRDA revised estimate – Rs. 8250 crores Reliance cost – Rs. 11000 crores• Work delayed for want of permissions & regulatory clearances Citizens have filed PIL in High Court against elevated metro Reported that decision taken to convert Line 3 (Colaba – SEEPZ) to fully underground due to problems with elevated metro.
  • 49. Now some pictures ofDelhi, Mumbai, BangaloreElevated metros under execution…
  • 50. Existing Metro station building Existing buildingDELHI METRO Metro stationCourtesy : Ar. Nitin Killawala
  • 51. MUMBAI METRO – under constructionCourtesy : Ar. Nitin Killawala
  • 52. MUMBAI METRO – shifting of utilitiesCourtesy : Ar. Nitin Killawala
  • 53. MUMBAI METRO – massive pillar on roadCourtesy : Ar. Nitin Killawala
  • 54. MUMBAI METRO STATION – very close to buildingCourtesy : Ar. Nitin Killawala
  • 55. Metro station Existing buildingMUMBAI METRO STATION – at hand shake distance from buildingCourtesy : Ar. Nitin Killawala
  • 56. Metro station Existing building MUMBAI METRO STATION – too close for comfortCourtesy : Ar. Nitin Killawala
  • 57. Metro Metro Existing Metro station station building station Existing Existing building buildingMUMBAI METRO STATIONS – dangerously close to existing buildingsCourtesy : Ar. Nitin Killawala
  • 58. MUMBAI METRO – squeezing through buildingsCourtesy : Ar. Nitin Killawala
  • 59. Metro station Existing buildings MUMBAI METRO – view from topCourtesy : Ar. Nitin Killawala
  • 60. Report in Mumbai newspaper (6-04-10)- Fire safety norms and Development Control rules violated by Mumbai Metro Existing building Metro station
  • 61. BANGALORE METRO – snaking on the roadCourtesy : Ar. Khandekar
  • 62. Massive station construction blocking entire road BANGALORE METROCourtesy : Ar. Khandekar
  • 63. Massive pillar and construction on road BANGALORE METROCourtesy : Ar. Khandekar
  • 64. Barricading on road No space left for trafficBANGALORE METRO Courtesy : Ar. Khandekar
  • 65. Work on near houses,day and night !BANGALORE METRO Courtesy : Ar. Khandekar
  • 66. BANGALORE METRO- Bulldozing it’s way Courtesy : Ar. Khandekar
  • 67. Same type of Elevated Metro has beenproposed by DMRC for Pune…. . . . . Where in Pune ?Paud road, Karve road, Jangli Maharaj road….
  • 68. JM road - a lovely tree lined avenue
  • 69. JM road
  • 70. JM road
  • 71. Metro on JM road
  • 72. Metro station on JM road
  • 73. Do we want all this to happen in Pune?
  • 74. Vanaz-Ramwadi Elevated Metro Conclusion There is a big question mark both on Vanaz-Ramwadi metro route and elevated metro on this route. Hence implementation of metro as per present DMRC report is not in city’s interests. Alternatives - How should Metro plan be ? Bus for shorter distances and Monorail / Metro for longer distances Other routes outside core city areas can be considered for metro eg. HCMTR (High capacity mass transit route), ring road etc. In case necessary to run metro in developed areas with congested roads, it should be underground only. It can be elevated on city outskirts where road width more than 40 mtr. Surface metro should be considered if sufficient road width is available
  • 75. Bus service should get priorityBus service neglected for long – result is today’s traffic problem. And now Metro is being presented as a solution to this traffic problem.Why bus service important ? Bus service network connects all parts of the city near and far, making it convenient for people to commute all over the city and outskirts Bus service is flexible – schedules, frequencies, routes, start & end points, intermediate bus stops can be changed as per passenger load and demand without any change in the infrastructure Minibuses, medium, normal or large buses can be deployed as per need Bus service infrastructure cost is less than other public transport systems Bus service is cheaper than other modes of motorized transport Bus is the most efficient mode of transport – it occupies road space of about 3 cars but carries 10 times the average number of persons in the 3 cars. Thus one bus is equivalent to about 30 cars less on road! Bus service essential as feeder service even for success of Metro As per DMRC report Metro ridership will be 1.36 lac per day which is only about 3 to 4% of the city population. Even present day poor quality bus service has ridership of 8 to10 times this figure! Bus service is thus the backbone of public transport and should get first priority!
  • 76. Traffic problem & Solution Traffic problem serious - need to go to the roots to find solution Root cause of traffic and parking problem – high vehicle population Use of private vehicles due to lack of other convenient transport optionsNOTE – Pune a radial city – needs a network of public transport which only bus service can provide. Metro possible only on limited routes due to high cost. May take 20 years even for present planned metro routes to be completed. Solution to Traffic problem - with following priorities1) Provide safe and usable facilities for pedestrians and cyclists2) Make bus service efficient, convenient and affordable for all citizens – a must even for success of Metro.3) Prepare Integrated Traffic & Transportation Plan for Pune Metropolitan Region which should include all modes of transport as per need and utility (walking, cycling, rickshaw, bus, BRT, Tram, Monorail, Metro etc.) - Traffic plan should be consistent with City Development Plan (DP)4) Decision about implementation of any transport system should be taken only as per the Integrated Traffic & Transportation Plan
  • 77. Pune Metro planPilot BRT experience• No detailed feasibility report – a project concept report from IIT Delhi (similar to DMRC report) was the basis for deciding BRT scheme and selection of routes. (Many problems being faced for Swargate– Hadapsar BRT corridor and now it cannot ever be completed).• No expert consultant appointed to study the concept report and prepare detailed project report (DPR)• No proper realistic estimates prepared• Citizens not taken into confidence before taking decision• No separate BRT unit with experts formed in PMC or PMPML• Net result is that there is considerable cost over-run and pilot BRT project has not been completed even after five years. …And now exactly same thing is happening about Metro project !
  • 78. Pune Metro planSome important questions -• Why no transparency and people not taken into confidence• Why their views, suggestions, objections not invited before taking decision• Why Integrated Master plan for Traffic & Transportation considering various mobility options and transport modes not prepared before taking any decision in the matter of very expensive mass transport like Metro• Why independent study of DMRC report not done by PMC• Why DMRC not asked to do detailed feasibility study for proposed routes for both elevated & under ground metro, standard gauge & broad gauge• Whether all other concerned agencies consulted before finalizing metro plan, for example Town planning, Traffic police… .• Whether realistic estimates prepared for metro related works• How will funds be generated for capital costs and metro operation• What would be the financial burden put on citizens due to metro• Who would have ownership of Metro – public accountability ?
  • 79. Vanaz-Ramwadi Elevated MetroIMPACTS• Project to be implemented through fully developed areas and along highly congested routes• Great hardships, inconvenience and unsafe conditions for citizens during construction phase as well as losses due to various reasons• Safety risk, health risk, mental trauma for citizens• Shifting of utilities - a major problem• Demolition of buildings, land acquisition, rehabilitation• Cutting of trees• Violation of fire safety norms and DC rules• Traffic congestion will increase – during construction and even after• Bus service and BRT will be affected – further shift to private vehicles?• Visual pollution• City skyline permanently damaged• Future options on road permanently closed
  • 80. Vanaz-Ramwadi Elevated MetroIMPORTANT ISSUES• Question mark on selection of Vanaz-Ramwadi route for metro due to low ridership and doubtful utility• Question mark on elevated type of metro on this corridor due to implementation problems and adverse impacts• Metro station locations not convenient• High passenger density areas not covered• Interconnectivity with future routes not possible• Delays due to hurdles in permissions, litigations, commercial issues• Metro costing – how realistic is it? Large escalation possible• Funding pattern not known – fund availability could be a problem• Heavy loans could mean exhaustion of credit limit for the city• Burden to be put on citizens not known• Low ridership could mean higher fares• Question mark on financial viability
  • 81. Pune Metro - simplistic logicSimplistic logic followed in decision making appears to be –• Pune has a serious traffic problem• Pune needs Metro to solve the traffic problem• Only option for Metro as per DMRC report is Vanaz- Ramwadi elevated metro• If we do not avail this option Pune will not get metro• So let us opt for Vanaz-Ramwadi elevated metro irrespective of meritsAnd hence blind approval to DMRC proposal.This is definitely not in city’s best interests!
  • 82. Vanaz-Ramwadi Elevated Metro What needs to be done –• Independent study and appraisal of DMRC report by third party experts• Citizens should be given adequate opportunity to present and explain their suggestions and objections to the expert committee• Study for techno-economic evaluation of alternatives with cost-benefit analysis• PMC should take people into confidence and give information about the metro project and impacts in a language and format they will understand• Final decision about Metro should only be taken based on above independent studies and in consultation with the public
  • 83. Wake up call for Pune• Metro very costly irreversible project and decision will impact city for 100 years and more• No response from Government to suggestions, objections submitted• Decision if proved wrong later would be disastrous for the city. Ultimately it is we citizens who will suffer• Metro if later found unviable and not useful for majority of citizens, would be a permanent back-breaking financial burden for the city - And basic traffic problem will remain unsolved and get worse• Once Tenders are floated and contract awarded, it becomes very difficult to stop the project• Normally citizens wake up only when work reaches their door step and it is too late by then• Everyone should understand what is being planned, what is most likely to happen, how it will affect us as citizens and the city as a whole...• Please think and decide whether you want all this to happen… And speak out, react before it is too late !
  • 84. Thank you