Cantonment metro station a case study1 rajkumar

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 ನಿಜಕ್ಕೂ 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) 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 Suburban 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 ಮೆಟ್ರೋ THIS IS OUR METRO ನಮ್ಮ ಮಾತನ್ನು ದಯವಿಟ್ಟು ಸ್ವಲ್ಪ ಕೇಳಿ ಸ್ವಾಮಿ - ರಾಜಕುಮಾರ್ ದುಗರ್ - RAJKUMAR DUGAR KINDLY LISTEN TO WHAT WE SAY , SIR!