Now, Metro line to run underground - 29 Nov, 2011 - Hindustan Times

Now, Metro line to run underground

Zeeshan Shaikh, Hindustan Times

Mumbai, November 29, 2011

Under flak for the tardy progress on its elevated Metro lines, the Mumbai Metropolitan Region Development Authority (MMRDA) has now come up with an ambitious plan for extending the Metro line. The planning authority has proposed the city’s first underground Metro line, which will run from Colaba to Bandra till Santacruz Electronics Export Processing Zone (SEEPZ).

The planning authority officials recently met chief minister Prithviraj Chavan in an attempt to seek state government’s support for expediting work on this project.

“We have proposed the underground Metro from Colaba to SEEPZ. The presentation was made to the CM so that we get the government nod to expedite the project,” a senior MMRDA official said.

The 33 km Metro line will run completely underground and will be built at an estimated cost of Rs16,200 crore.

However, unlike the two Metro lines, this will not be built on a public-private partnership basis. The line will be built by the planning authority with nearly 50% funds procured by way of loan from the Japanese International Cooperation Agency.

Even though building an underground Metro will be a costly exercise, MMRDA officials believe that working underground will cause minimum discomfort to the city’s residents and problems of regulatory clearances will be minimised.

The MMRDA is already reeling under criticism as work on its elevated Metro project is still incomplete. The first Metro line, Versova-Andheri-Ghatkopar, was expected to be complete by March 2011 but is unlikely to be operational before 2012.

Similarly, work on the second Metro line — Charkop-Bandra-Mankhurd — was expected to start early this year but the project has not taken off due to lack of regulatory clearances.

Reliance Infrastructure, the agency which is building the Metro line, had written a letter to the state government complaining that delays in getting clearances were making this project financially unviable.

Many others have expressed concern over construction of an elevated Metro line in a city like Mumbai as narrow roads here will only add to traffic congestion.

The MMRDA was earlier planning to build a 20-km-long Metro line, from Colaba to Bandra. This line was supposed to be underground for the first 10km, from Colaba to Mahalaxmi, and then elevated on the remaining stretch, from Mahalaxmi till Bandra.

The planning body decided to extend the line from Bandra till the international airport as it hopes to reap in rich returns from this investment. This Metro line will connect city’s prominent business districts such as Nariman Point, Bandra-Kurla Complex, Andheri MIDC, SEEPZ and the international airport.

http://www.hindustantimes.com/News-Feed/mumbai/Now-Metro-line-to-run-underground/Article1-775380.aspx

DMRC for elevated rail, Ajit firm on underground metro - Indian Express - 21/11/2011

MANOJ MORE/Pune/Indian Express - 21/11/2011 

Even as Delhi Metro Rail Corporation (DMRC) is set to submit its final report to the state government on Monday on the proposed Pune metro in favour of an elevated rail, Deputy Chief Minister Ajit Pawar on Sunday reaffirmed his faith on an underground metro as the best for the city. “After learning from other cities, I decided to support an underground metro. Although expensive, it’s in the interest of a bustling city like Pune,” he told this paper.

Rejecting an elevated metro he was earlier in favour of, he said projects in Mumbai, Bangalore and Delhi have led to environmental issues and noise pollution. He said, “Do we need a project that goes against public interest and health?”

The Pune Guardian Minister said although he had earlier supported an elevated metro, he changed his mind after realising several lacunae. “I have become aware of problems created by elevated metros. Apart from learning from other cities, I held discussions with experts and came to the conclusion that an underground metro is ideal for Pune,” he said.

If an elevated metro is taken up, the biggest hurdle would be during land acquisition, he said and added, “In an already congested city, displacing hundreds of people will unnecessarily disturb peace. For an underground rail, there is no need to displace people or acquire land. The project will take shape faster than an elevated one,” he said. Although it would require lot of money, it would be worth the investment. “If we consider the future of a growing city like Pune, we won’t regret the investment,” he said.

He said some sections of society and journalists were pushing for an elevated metro, but he was firm on his decision. “Although our party does not have the majority in the state or the civic body, we are firm on our decision,” he said.

NCP city unit chief Vandana Chavan said the party has taken the right decision. “First we thought an elevated metro would be good, but after a thorough study, we decided to pitch in for an underground metro. Our leader Ajit Pawar has made the right decision unlike some favouring an elevated metro without studying ground realities,” she said.

The underground metro has wide support among civic activists, experts, industrialists and parties like the Shiv Sena. The Pune Metro Jagruti Abhiyan (PMJA) has been on the forefront of the demand for an underground metro and applauded the NCP for its stand.

The PMJA Abhiyan said underground metro was any day better than an elevated one as far as environment, safety and saving trees or historical monuments are concerned. Industrialist and PMJA member Arun Firodia said they had been rooting for an underground metro.

“An elevated metro could be vulnerable as Pune is in seismic zone four, but not an underground metro,” said Narendra Bhagwat, an expert on underground rail. Dr Ketan Gokhale, former MD, Konkan Railway Corporation Ltd, has also been in favour of underground metro because of its advantages.

http://www.indianexpress.com/news/dmrc-for-elevated-rail-ajit-firm-on-underground-metro/878528/0 

 

Centre will assist state in planning Metro’s second leg - Mumbai Mirror - 21/11/2011

Rahul Gadpale/ mumbai mirror / 21/11/2011

It’s a decision that could cut short your long wait for a comfy ride on the Metro. Frowning over the inordinate delay in implementing the first phase of the Metro project (Versova-Andheri-Ghatkopar), the Centre will now put in an equal amount of money as the state, instead of banking on a joint partnership of the public and private sectors, as is presently the case.

Union Minister for Urban Development, Kamal Nath, made this announcement in Delhi on Sunday.

So, pending Metro projects for your bustling metropolis could have a 50:50 funding by the state and central governments.

The first phase of the Metro is a partnership venture of a private company formed between nodal development agency, Mumbai Metropolitan Road Development Agency (MMRDA), and the Anil Ambani-led Reliance Company.

This private company has been claiming that 80 per cent of work is complete. However, the reply to a Right To Information (RTI) query has revealed that only 60 per cent of work has completed so far. The company has been saying that the first line, Versova-Andheri-Ghatkopar, will start functioning soon, but the information sought by the RTI shows that this is unlikely.

The bigger problem that emerged is that the company has not been able to plan the second line of the metro, the Charkop-Bandra-mankhurd line. There is much confusion over whether it should be underground or elevated, and it is unclear whether the company has sufficient funds. A senior MMRDA official said, “The second line is very complicated, and seems to have a lot of technical problems.”

Kamal Nath said the main reason there are so many problems with the project is that there are too many private players involved. Thus the central government has decided that the second line will progress like the Delhi Metro Railway Corporation did, with the help of the Centre. It has already instructed the state government to make a Detailed Project Report (DPR).

“The work was supposed to be finished before March 2012, as per the agreement,” said Anil Galgali, who filed the RTI and then filed a complaint with the minister. “However, the work has been delayed and there has been a huge escalation in costs, and the MMRDA has not given any explanation for this.”

The RTI filed shows that the total cost of the project is Rs 2356 crore. MMRDA holds 26 per cent stocks and Reliance holds the rest. The viability gap for the project is about Rs 650 crore, of which the central government will bear Rs 471 crore, and the state government and MMRDA will have to take care of the rest.

http://www.mumbaimirror.com/article/2/20111121201111210226234231924ac8c/Centre-will-assist-state-in-planning-Metro%E2%80%99s-second-leg.html 

Mumbai Metro: Is it a tramway or a railway? -Hindustan Times 2/11/2011

Mumbai Metro: Is it a tramway or a railway?

Mohan K Korappath, Hindustan Times
Mumbai, November 02, 2011

What commuters will pay to travel on the upcoming metro lines hinges on whether the civic body is allowed to levy taxes amounting to crores of rupees on account of the network being a tramway, rather than a railway, which is exempt from taxation by state departments. The Brihanmumbai Municipal Corporation (BMC) had issued notices to the metro authorities earlier this year to recover octroi and taxes, levied for services rendered by the corporation. Notices were also issued under the Maharashtra Increase of Land Revenue and Special Assessment Act for the project’s car depot, as well as the casting yard.

Mumbai Metro One Private Limited (MMOPL), the public-private entity which is constructing the the Versova-Andheri-Ghatkopar (VAG) corridor, responded by approaching the Bombay high court in June to challenge the decision, arguing that the project is a not a tramway as contended, and hence the company is not liable to pay any tax to the civic body.

The court directed the BMC to consider MMOPL’s representations, but the corporation stuck to its stand. “The present project was conceived as a tramway and continues to be a tramway… Undoubtedly, it comes under the Indian Tramways Act,” states additional municipal commissioner (projects) Rajiv Jalota’s order issued on September 22.

MMOPL approached the court again on October 19 to challenge the order. It has contended that the project falls under the Metro Railways (Construction of works) Act, 1978, and Metro Railways Corporation and Maintenance Act, 2002, even though it is registered under the Indian Tramways Act, 1886.

MMOPL’s reasoning is that the Central government, in 2009, amended the acts concerned to extend the provisions under the railways act to the project in order to ensure compliance with certain technical parameters.

Metro rail forms part of the generic expression ‘railways’ under the railways act, which exempts it from paying tax to local authorities, MMOPL’s petition states. “The very nature of the project is metro and not tramway. Merely because it was sanctioned under the tramways act is irrelevant,” the petition adds.

The BMC, however, maintains that a Central government notification of 2009 cannot cover an ongoing project, which was sanctioned by the state government in 2004 for a system which is constructed mainly on the roads of the city.

The court has directed the corporation to file its reply by November 14, giving details of the amounts to be claimed.

An amusement park called Mumbai - DNA - 3/11/2011

An amusement park called Mumbai

Rajendra Aklekar | Thursday, November 3, 2011

Old timers will remember that Mumbai once had trams.

They were shut down as they were old, slow and considered to be a problem in congested roads. Of single and double decks, they were an additional mode of public transit to the BEST bus network. The last tram ran in 1964. For the next 40 years, the city grew, so did its population but the public transport systems remained static.

Half-hearted efforts were made to match the burgeoning population. Studies and suggestions were mooted, but they remained only on paper. A new mode of micro-mini public transport — the autorickshaw — did get introduced, but it didn’t help much in mass transit.

Crowds kept growing and reached saturation. Realisation dawned. The reports begun to take life and authorities woke up to implement the recommendations.

A Metro was planned, but when authorities realised it would take time, a Monorail was planned as a quick-fix solution. To decongest local trains, the railway ministry planned an elevated railway.

With the high-speed train craze, Mumbai was also included in the national hi-speed rail plan and work is under process.

To cater to seamless freight movement, the dedicated freight corridor corporation has begun plans and started acquiring land for their own network of double-deck freight trains to link Mumbai and its ports to their network. The BEST has plans for a dedicated corridor and fleet cabs and autos are another addition.

The thing is, all this will be an overdose. What Mumbai will have in the next 20 years is six to seven different modes of transport crammed in 437 sq km — a hotchpotch of everything with no coordination and inter-connectivity. It will be like an amusement park offering all kinds of short rides or a transport museum — from the continent’s oldest railway (the existing suburban railway) to the highly advanced monorail to an elevated rail corridor to a hi-speed corridor and double deck freight lines.

The government should have instead put its foot down and developed one viable mode of transport with multiple, small corridors.

Just give a thought to this. Every mode of transport will have different requirements of maintenance and repair, different types of yards and lines and multiple experts.

If it was lack of transport planning for the last 40 years, it seems we have suddenly gone in an overdrive. It is, I guess, time to step back and take a macro-level view of things.

Western railway paves way for Metro at Andheri - DNA - 31/10/2011

Western railway paves way for Metro at Andheri

Published: Monday, Oct 31, 2011, 8:00 IST 
By Rajendra Aklekar | Place: Mumbai | Agency: DNA

The Western Railway (WR) has finally begun work to create paths required for the Mumbai Metro Railway trains to pass over its lines at Andheri. It has invited proposals to shift the overhead electric equipment, foot overbridge and other railway paraphernalia to make way for the Metro rail bridge.

The phase I of the Mumbai Metro between Versova-Andheri and Ghatkopar intersects WR’s network near Andheri station.

While talks are still on between the Mumbai Metro Railway and the WR authorities for provision of traffic blocks for local trains, the latter has begun work on its premises to ensure that there are no further delays.

“Among the major works that the railways have planned to take up include dismantling of existing overhead structures and relocating them so that the alignment over which the Metro lines pass will be clear of them,’’ a senior official said.

“The other major work involves dismantling, demolition and shifting of the BMC foot overbridge in the north side of the station. The out-to-out bridge will have to be rebuilt at a new location.’’

This work is scheduled to be completed within two to eight months from the time it begins. By the end of the period, it is expected that the logjam between WR and Mumbai Metro will get solved. While the railways are ready to give a block, Metro authorities are seeking more time. The MMRDA has said it has requested the railways to provide for a five-hour block every week. They reportedly want at least 30 such blocks.

The railways said it would be difficult to make it five hours as there are more than 32 lakh passengers using the WR network every day for suburban trains.

Could Metro-II 'finish the suburbs? - Times of india - 30/10/11

Could Metro-II 'finish the suburbs?'

Nauzer K Bharucha, TNN Oct 30, 2011, 02.01AM IST

MUMBAI: Fears persist over the widespread disruption the Metro-II elevated project could cause to the economic and social life of people residing in some of the most congested areas of the western suburbs. Citizens have launched online petitions, blogs and protest marches against the elevated Charkop-Bandra-Mankhurd line, demanding that the authorities review the plan and build the metro under ground.

The Mumbai Metropolitan Region Development Authority (MMRDA) has appointed Reliance Infrastructure ( RInfra) to execute the Rs 8,250-crore project, which will have 27 stations along a 32-km route. However, some MMRDA and state government sources agreed that the project had the capacity to "finish" the suburbs.

Residents and activists opposing the elevated line say a huge number of open spaces, hospitals, shops and residential buildings will be affected when land is taken for the construction of the stations. Experts said that on Linking Road in Khar (W) alone, around 70 residential buildings, the Lawrence High School, St Aloysious High School, Nilgiri Gardens, Madhu Park, Anand Nursing Home and Chandiramani Maternity Home will be affected.

Furthermore, traffic jams will increase due to the pillars that will be installed for the corridor. The 32-km route passes through the middle of arterial roads, like Link Road (Marve Road to Jay Prakash Road in Andheri), 10th Road in JVPD Scheme, S V Road at Vile Parle and Santa Cruz, and Linking Road at Santa Cruz, Khar and Bandra.

A government source conceded, "An underground metro, despite costing phenomenally more, would allow us to plan and expand a network for the next 100 years. An elevated metro will result in large-scale dislocation." An MMRDA official added, "Constructing an elevated metro will be a nightmare. Financial institutions were ready to fund an underground line. However, the government decided on an elevated line because it would be two-and-a-half times cheaper than going underground."

But a state government official said, "The elevated metro is the best option. It is much cheaper and therefore in the public interest. An overhead line will also make the metro more accessible."

On the cost, Congress MLA from Vile Parle, Krishna Hegde, said tenders for the Bangalore, Hyderabad and Mumbai metros were floated at around the same time. "Yet, there was a huge discrepancy in the rates quoted for Mumbai as compared to the other two cities," he said. Hegde said metro pillars in the middle of congested roads will cause traffic chaos. "At many places, traffic crawls right now because of the skywalks. It would be worse when the metro comes up," he said.

Recently, the JVPD Residents' Association prepared a report on the merits of an underground route. "There is a perception that an underground metro line would be costlier and more time consuming to build," said architect Nitin Killawala, who prepared the report. "That may be true theoretically, but in the context of Mumbai, an elevated line would be much more expensive and time consuming in terms of land acquisition, narrow arterial roads, ever-increasing vehicular traffic, complexity of utility lines and so on."

Interestingly, while MMRDA and state sources said the project is on track, there are still numerous clearances to be given. "A Bombay high court order states that the MMRDA cannot go ahead with the work unless it obtains all the requisite permissions before commencement," said Killawala. "Under the present circumstances, it is almost impossible to get these permissions from over a dozen authorities."

Killawala's report said, "Public interest unanimously demands an underground metro.... We believe that the underground metro (has been) rejected for an obvious reason, that it will give lesser profit to the concessionaire. Surely, this consideration should not be allowed to prevail over the larger interest of public safety, security and other advantages."

PROS & CONS

UNDERGROUND

* Open spaces, hospitals, shops and residential buildings would be unaffected, as there would be no land acquisitions and setbacks

* Traffic on arterial roads would not be obstructed by pillars

* Reservations for schools, markets, recreation grounds and playgrounds won't have to be deleted to make space for rail yards

* Schedule for work can be predetermined without obstacles like traffic, utilities, land acquisition etc. The tunnels would be at least 10 metres below existing roads

* Quicker construction without complexities and uncertainties would rein in cost

* Inter-agency coordination -- civil aviation, PWD, railways, MSEB, BEST, etc - for permissions would be minimal

* No environmental issues

ELEVATED

* Elevated line estimated to be about two-and-a-half-times cheaper to build

* In many ways, it could also be cheaper and easier to maintain

* Could be technically easier to complete

* Public would be able to access it easily

* Could be easier to provide security along the route and at stations

FIELDS OF OPPORTUNITY

Stations for an underground route could be built below six large public open spaces, argue suburbanites. According to a plan drawn up by architect Nitin Killawala for the JVPD Association, these spaces are Lokhandwala Gardens (Andheri), Kaifi Azmi Park (Juhu), Pushpa Narsee Park (JVPD), Podar Grounds (Santa Cruz), Patwardhan Garden (Bandra) and MMRDA Grounds (BKC). "These under-utilised gardens and parks can be converted to thriving public spaces. The MMRDA Grounds are already an established exhibition site, thus a station underneath would be important for the public," Killawala said.

Rs 8,250-cr project still lacks several clearances - Times of India - 30/10/2011

Rs 8,250-cr project still lacks several clearances

Chittaranjan Tembhekar, TNN Oct 30, 2011, 01.59AM IST

MUMBAI: The deadline for Reliance Infrastructure (RInfra) to start work on the Metro-II line, which will run between Charkop and Mankhurd via Bandra, expires on Monday, but MMRDA officials said RInfra would be most likely getting an extension.

Sources said the project has yet to receive over a dozen clearances from various agencies and government departments. For example, the MMRDA has made no headway in getting the plots for the car depot and casting yard at Charkop, which are crucial to starting the construction.

The financial closure for the Rs 8,250-crore project was achieved in March, which means by then all the money needed had been mobilized. Usually, a project has to begin within six months of the financial closure, but RInfra was given an extension in September due to the rains.

The car depot at Charkop was planned on land in the Coastal Regulation Zone (CRZ), and if permissions came it would have to be built on stilts. "The land falls in CRZ-I because of mangroves there. MMRDA's application for the clearance was rejected by the Maharashtra Coastal Zone Management Authority," said a source. An MMRDA official said, "We have identified another plot belonging to the government close to the same plot. We are hoping to get this plot, which will be free of CRZ conditions."

The BMC has refused the contractor permission to build commercial spaces in the 27 stations. Sources said the BMC would also be hard-pressed to approve the metro station buildings and yards because there would be too little open space around them to conform to the city's Development Control Regulations.

Permission from the civil aviation department is also pending due to height restrictions near the airport. "Our negotiations are on and we hope to settle the matter soon," said an MMRDA official when speaking of the proposed metro station near Vile Parle.

Similarly, MMRDA is yet to had over the right of way (ROW) for the entire track to RInfra.

The MMRDA signed a concession agreement with RInfra in 2009 for building the 32-km Metro-II. The MMRDA will not be a partner in Metro-II, unlike in Metro-I, in which it possesses equity. RInfra will operate Metro-II for a specified number of years before handing it back to MMRDA.

RInfra is presently conducting a geotechnical survey, which was started in 2009, revealed MMRDA sources. When asked when the work would actually start, an MMRDA official refused to specify a date.

Special cells to ease city’s transport woes -Hindustan Times - 3.11.2011

Special cells to ease city’s transport woes
Ketaki Ghoge, Hindustan Times

Mumbai, November 03, 2011

Soon, more thought will be applied into planning basic transport infrastructure such as pavements and roads. The Unified Metropolitan Transport Authority (UMTA), the state’s apex transport body, held a meeting on Wednesday where it directed all civic bodies in the Mumbai Metropolitan Region (MMR) to set up a separate transport cell to ensure cohesive planning of projects such as design of footpaths, flyovers and traffic systems.

The UMTA said that transport experts or internal staffers, who have some expertise on transportation, should be included in the cell. A government official present at the meeting said that civic bodies have been asked to treat with more seriousness issues like design of roads and pavements to prevent flooding and potholes, traffic management to reduce congestion, and planning for multiple corridors.

The official, who chose not to be named, added that UMTA will hold a workshop for these transport cells of all Urban Local Bodies (ULBs) by the end of this month.

At Wednesday’s meeting, it was also decided that the UMTA Act, a legislation empowering the UMTA, should be passed to ensure better co-ordination across all transport agencies in the city. The UMTA was set up in 2008, but lacks real powers to direct the various transport authorities such as the railways, traffic police, and the various road authorities.

The UMTA also directed all civic bodies in the MMR to reserve in their Development Plans, transport corridors proposed in the comprehensive transport study, drafted by Lee Associates.

“The state government has accepted the report, so all transport alignments have to be frozen. Civic bodies shouldn’t be giving building permissions along these corridors, and any proposed construction close to the corridor should also get a no-objection certificate from the MMRDA, and then the UMTA,’’ he added.

The transport alignments include proposed metro corridors between Mumbai and Navi Mumbai, and a multi-modal corridor from Virar to Alibaug. 

The UMTA’s core committee meeting was chaired by principal secretary TC Benjamin and included transport commissioner VN More, joint commissioner of police (traffic) Vivek Phansalkar, and general manager of BEST OP Gupta, in addition to transport experts from the Mumbai Metropolitan Region Development Authority, representatives from the railways, and commissioners of civic bodies.

At least one-year wait for metro -Hindustan Times - 21/10/2011

At least one-year wait for metro

Zeeshan Shaikh, Hindustan Times
Mumbai, October 21, 2011

Mumbai’s wait for metro rail seems to be never ending. In February 2008, the residents were promised that the city’s first air-conditioned urban transport system would be functional in 30 months. But, 44 months and six metro lines —five in Delhi and one in Bangalore — later, the promise remains unfulfilled.

The delay in the 11.07-km metro line project, estimated to cost Rs 2,356 crore, can be attributed to bad planning, conflict with the railways, congested roads and opposition from citizens’ groups. “The commercial operations on the metro line would be possible by November 2012, provided all statutory clearances are received,” the Mumbai Metro One Pvt Ltd (MMOPL) told the state  at its meeting in September.

Admitting that they need to set a realistic deadline, an official from the Mumbai Metropolitan Region Development Authority (MMRDA), said: “In Bangalore, a 7.5-km stretch on relatively less congested roads was constructed in 54 months. In Mumbai, we will be completing a 11.07-km line on a busy stretch in 57 months.” Rahul Asthana, metropolitan commissioner, said: “It is a first-of-its-kind project in the city. It has been a learning curve for all of us. We can promise that by the last quarter of 2012, Mumbaiites will be riding in the metro rail.”

The MMOPL has, so far, missed five deadlines for the Versova-Andheri-Ghatkopar metro, work on which began in 2008. As per the terms of the agreement, the construction work should have been completed by March 2011.  But the failure of the state and the MMOPL in seeking permission to build a bridge over Andheri railway station has delayed the project.

Ratnakar Gaikwad, chief secretary of the state, has asked the MMOPL to expedite the work so that the metro can be opened to the public by August 2012. There are also talks of opening the metro partially, before August.