Case study of Cantonment Metro Integration with Railway station How BMRCL keep giving excuses not to do good integration

1. ನಮ್ಮ ಮೆಟ್ರೊ namma metro
ಇದು ನಿಜಕ್ರೂ ನಮ್ಮದಾ
Is it REALLY Ours ?!?

2. Phase 1
• TOTAL LENGTH – 42.3 KM
• ALL APPROVALS – 25/04/06
• ESTIMATED COST – Rs. 6500 CR
• FINAL BILL – Rs. 14400 CR
• COMPLETION TARGET DATE – 2011
• U/G LENGTH – 8.82 KM
• ELEVATED LENGTH – 33.48 KM
• PURPLE LINE -- 18.22 KM
• 20/10/11 to 30/04/16
• No. of Stations – 17
• GREEN LINE -- 24.20 KM
• 01/03/14 to 18/06/17
• No. of Stations – 24
• COST per KM (ESTIMATED) - 154 CR
• COST per KM (FINAL SPENT) – 340 CR
• COST Overrun over Estimate– 200% +
• TIME Overrun over Target – 200% +
• Cost / km (Elevated in 2A) - 250 CR
• Cost / km (Underground) - 550 CR

3. Phase 2
• TOTAL KMS. – 72.1
• ALL APPROVALS – 17/02/14
• EST. COST – 26405 CR
• TARGET DATE – 2020
• U/G LENGTH – 13.8Km
• ELEVATED LENGTH – 57.8Km
• Extension of All 4 Ends
of Phase 1
• New Line – RV Rd to
Bommasandra
• New Line – Gottigere to
Nagavara
• COST per KM – 366 CR
(based on Estimate)
• Based on Phase 1 -
COMPLETION DATE 2027
COMPLETION COST 58500 CR

4. PHASE 3 - AIRPORT LINK
Elevated 29Kms. Est. Cost - Approx Rs. 5900 Crores.
Approx Rs. 200 Crores / km (based on Estimate)

5. Phase 1, 2, 2A & Airport Link
2A
• KR Puram – Silk Board
along ORR
• 17km. Elevated Line
• Stations - 13
• Estimated Cost – Rs. 4202
Crores
• Approx 247 Cr./Km.
• To be built along with
Phase 2
R6
• MOST
IMPORTANT
LINE OF METRO
• Elevated – 6.98 KM
• U/G – 13.79 KM

6. CANTONMENT
METRO STATION
•Approved by both State
& Union Govts. to be
constructed below
Parking Area opposite to
Main Entrance of
Cantonment Rly Stn
•All approvals given-Feb 14
•Until June 2017, no talk of
any change

7. Cantonment Metro Station
BMRCL decides to shift from A to B !!

8. CMS location A – Advantages1
• Almost in-house integration with Cantonment Railway
Station and all Trains of IR Network
• Almost in-house integration with upcoming Suburban
Train System
• Average distance between Metro Train & Railway Train
about 100m
• No need to cross road – Subway from underground
Metro station to Railway Platform – the subway can be
extended to cross Railway Lines to also reach Platform 2

9. CMS location A – Advantages2
• QUICKEST EVACUATION OF USERS POSSIBLE –
LEADING TO DRASTICALLY REDUCED CONGESTION
• The subway can have an access from the Main
Entrance area – for ticketing, bmtc, auto, cab, etc.
• The subway can have a direct access from Platform 1
& 2 – and through them to Platforms 1A & 3 : for all
Suburban Train Commuters
• All Metro Travellers can use this subway system to
reach their respective platform without any
congestion on road, etc.

10. CMS location A – Advantages3
• Excellent BMTC Buses available – just outside Cantonment
Main Entrance – in all directions
• Excellent Auto Stand outside Cantonment Main Entrance
• Very Good Broad Roads on all 4 Sides of Location A
• Very Good Parking facility available outside both
Entrances of Cantonment Railway Station
• Quickest, Shortest connectivity between Airport &
Railways, since this line (R6) will go directly to Airport.
• Definite & Perceptible reduction in Air & Noise Pollution
because of tight integration – more people will use Public
Transport, reducing congestion on roads.

11. CMS location A – Advantages4
In addition to Railway footfalls, huge footfalls due
to presence of following close by :
• Major Hospitals (Jain, Vikram, Fortis, etc.)
• Major Hotels (Fortune, Shangri-La, Le Meridien, Ashok,
Windsor, West End, etc.)
• Educational Institutions (MCC, St. Anne’s, etc.)
• Institutes (ICAI, AF, MCI, etc.)
• Functions Halls (Ambedkar, Kodava, Devaraj Urs,
Gujarat, Main Palace, etc.)
• Clubs (KBA, KSBA, etc.)
• Corporate Offices, Commercial Establishments,
Residences, PG Accommodations, etc.

12. Subway at A – Conceptual design

13. CMS & both alignments of R6
• Shivajinagar to CMS
at A – 1.6Km
• CMS at A to Pottery
Town – 1.2Km
• Curvatures between
Shivajinagar & B too.
• No great speed can
be achieved via B
since 3 Stations will
be located in 2 kms
distance.

14. BMRCL’s Shifting Reasons
• BMRCL decided unilaterally to shift the CMS from the
approved location – with Zero public consultation.
• BMRCL has avoided being transparent about the reasons
for the shift. Left to them, they would not have thought it
necessary to answer Citizens.
• BMRCL has been giving different reasons at different
points of time in the last 2-3 months.
• After huge public and media pressure, and pressure from
a few People’s Representatives, on 21 Sep 2017, BMRCL
held Press Meet to reiterate and justify its decision to
shift CMS. There has been ZERO Public Consultation
regarding the Shift until this moment.

15. BMRCL’s reasons for Shifting CMS
from A to B (21 Sep 2017)
(1)TECHNICAL
* (A) Curvature & Speed
* (B) Connectivity
* (C) Tunnel Length
* (D) Depth under Railway Platform
(2) SAFETY – Evacuation
(3) FINANCIAL – Saving Rs. 1000 Crores

16. 1. TECHNICAL : (A) Curvature & Speed
• 2 Curves in 1164m (CMS at A to Pottery Town) and 2
Curves in 1618m (CMS at A to Shivajinagar)
• Both Curves are smooth.
• With CMS at B, there will be only 1 Curve less, but also 3
Stoppages in 2Km distance, restricting speed further.
• Saving of 2 minutes can be achieved by simply increasing
average speed by 2 KMPH.
• Each Railway User will end up spending average 15 min to
move between Metro and Train - if CMS is at B.
• For Airport Users, who anyway need to reach airport at
least 2 hours before, the saving of 2 mins will really not
matter. Railway Users are always in a hurry.

17. 1. TECHNICAL : (B) Connectivity from A & B
• 2 types of Rail Users at CRS :
Users of INDIAN RAILWAY
NETWORK (current footfalls
about 40000/day) &
SUBURBAN TRAIN Users in
near future.
• Narrow & Congested
roads surrounding B. No
Parking.
• Excellent 4 sides Roads,
BMTC, Auto, etc. services at
A, with good parking.
Average
Gap
CMS
at A
CMS
at B
IR
Users
80m 800m
Subur
ban
Users
330m 550m

18. 1. TECHNICAL : (C) Length of Tunnel
• Length of Tunnel from A to Pottery Town – 1.6Km –
is an “Engineering Challenge” for BMRCL !
• CITIZENS ARE NOT QUESTIONING TECHNICAL
CAPABILITIES OF BMRCL.
• In Delhi – numerous examples of longer tunnels
(Central Secretariat to Khan Market – 2.53Kms long;
completed in just 152 days way back in 2009 !!!! ).
• This is 2017, and we are in the Technology Capital
of India !!! How did Delhi succeed 8 yrs ago?!?
• BMRCL, in the interests of Bengaluru Citizens,
please feel free to consult DMRC.

19. 1. TECHNICAL : (D) Depth below Platform
• BMRCL claims Railway Board Order – Min. gap bet.
Rly Platform & U/G Metro Line must be 30m
• Despite efforts & requests, no such Order found
• Kolkata has already made Metro Tunnel 30m below
running River Hoogly
• Delhi has made several Metro Tunnels below
existing Tunnels – 45m depth at Connaught Place!
• Hauz Khas Metro Station is at 29m Depth
• In the interests of Bengaluru Citizens, please look
into this and solve the issue.

20. 1. TECHNICAL : (D) Depth below Platform
- CITIZEN’s SIMPLE SOLUTION
• The approved alignment
passes at the Western End
of the CRS
• To avoid 30m depth under
Rly Platform – shift the
alignment about 100m to
West, and it will be out of
the Rly Platform totally.
• Then, depth reqd is only
15m!
• Slight increase in length &
curvature can easily be
handled.

21. 2. SAFETY IN TUNNEL
• Evacuating 8000 people, especially Elderly, Children and Ladies from centre
of tunnel for 800m is not safe – BMRCL’s reason for shifting from A to B.
• Truly commendable concern indeed !!
• The chances of 4 Fully-loaded Metro Trains getting stuck exactly midway in
the 1.6Km long Tunnel between A and Pottery Town, is almost NIL.
• There are much longer Metro tunnels (2.53kms in Delhi), much much
longer Railway Tunnels (11km Pir Panjal in J&K, 6.5km Karbude Tunnel in
Konkan Rly, 4.3km Natuwadi Tunnel in Konkan Rly, etc.)
• Safety Measures & Protocol is in place for every controllable situation.
• If a 1618m tunnel is unsafe, how safe is the 1424m tunnel
(between Vekateshpura & Arabic College) and the 1403m
tunnel (between Arabic College & Nagavara), both in the
same R6 Line ??
• BMRCL must show the same commendable concern for
the thousands of Elderly, Children and Ladies who will be
FORCED TO WALK ABOUT 800M EVERY DAY on account of
its unilateral decision to shift CMS from A to B.
• BMRCL must stop using FEAR as a tool to justify its wrong decision

22. 3. Savings of Rs. 1000 Crores with CMS at B
• According to an RTI reply, Delhi Metro has spent Rs 221 Cr/Km for
elevated & Rs 552 Cr/Km for the underground of Ph-III
• The shift from A to B will result in reduced length of Tunnel only --
by 800m. Stations will remain the same. In fact cost of Station at B
will go up due to longer subway and other additional facilities.
• The Savings may be Rs. 500 Crores max
• Phase 2 was approved at Rs. 26405 CR in 2014. Due to delay, to
date, we have already lost over Rs. 4000 CR. Another Rs. 6000 CR
of public money will go down the drain in further delays.
• Those who are causing loss of 10000 Crores of Public money are
lecturing the Public on how to save 1000 Crores by giving up on
Integration, which is badly needed by the very same Public ?!!
• Rs. 1000 Crores and much more can be easily saved by expediting
the Construction – and by not taking wrong decisions.

23. SUMMARY
A
• Excellent Integration with all
major Transport modes
• Excellent Roads all around
• Available Railway Land for U/G
Station
• Will ensure huge footfalls for
both NM & Rlys
• Will help reduce pollution and
congestion on roads
• Will bring praise to BMRCL &
Govt for handling all issues
raised by BMRCL itself.
B
• Very Poor Integration with all
major Transport modes
• Very narrow, congested roads
all around
• Active Playground being used,
will be lost partly.
• Many will avoid using Metro
• Will increase pollution &
congestion on near-by roads.
• BMRCL & Govt will be held
responsible for resulting
permanent mess.

24. ಧನ್ಯವಾದಗಳು
THANK YOU !
ಇದು ನಮ್ಮ ಮೆಟ್ರೊೋ THIS IS OUR METRO
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- RAJKUMAR DUGAR
KINDLY LISTEN
TO WHAT WE
SAY, SIR!