Dear Visitor
In DMK period the metro rail project was started and half of the
work has been finished and the present ADMK government
does not want to complete the project as the project was started
by the DMK government . Mano rail project was prefered by the
government and the work is already started to cover more than a
distance of 120 KM . The world longest mano rail is only in japan covering
a distance of 22.KM . The mano rail is having its pros and cons and not a
an ideal choice for Chennai city wherethe commuters are more . kindly
go through the news .
Monorail is not an ideal choice”
Delhi Metro Rail Corporation Managing Director writes to Chief Secretary
Even as he strongly rooted for the quick expansion of
Chennai's Metro network, Delhi Metro Rail Corporation (DMRC) Managing
Director E.Sreedharan cautioned the State government that “monorail is
not an ideal choice for urban transport”.
In his
letter to the Chief Secretary, Mr.Sreedharan said the
Build-Operate-Transfer (BOT) model being envisaged by the State for the
monorail project will not succeed unless large areas of government land
are made available to the BOT operator for commercial exploitation. “For
one thing, such lands are not readily available along the corridors,
and even if available, handing over such large tracts of land to a
private operator will attract severe criticism.”
He
said that the monorail lobby is misguiding the planners and, in the
process, expansion of the metro system is getting delayed.
Monorail
has limited capacity, costs as much as an elevated Metro, and the
operation and maintenance costs are about 30-50 per cent more than that
of Metro, he said. “It would not be financially viable”.
Speaking to The Hindu,
Mr.Sreedharan responded to the concerns regarding the high cost of the
metro by categorising the system into three different types – light,
medium and high-capacity metro. The 45 km long metro network currently
being built in Chennai would have medium-capacity and can carry about
40,000 passengers per hour per direction (PPHPD).
On
the other hand, a high-capacity metro can carry 90,000 passengers per
hour and would cost much more. He said that the cost of a
medium-capacity metro and a monorail system (with a capacity of
10,000-15,000 PPHPD) is comparable.
This is not the
first time that Mr.Sreedharan is writing a letter to the State, opposing
the monorail proposal. In February 2006, when the previous AIADMK
government had first mooted the idea to build a 300-km-long monorail
network crisscrossing the city, he had shot off a letter saying “the
State government was being influenced by the monorail lobby, with its
tall claims and false promises”.
While there has been
a raging debate in many Indian cities on what is the “right” urban
transit solution, transport planners maintain that a judicious mix of
all possible solutions are required to boost the share of public
transport.
But Mr.Sreedharan's contention is that
Chennai's Metro network would not be “viable” unless it is expanded. He
points to Delhi's example, where the ridership has steadily increased as
the network expanded. The 190-km-long Delhi Metro currently caters for
over 16 lakh passengers. “DMRC's projections of anticipated passengers
for Chennai metro are based on the presumption that the network would
keep expanding,” he added.
Widely regarded as the
architect of the Delhi Metro project, Mr. Sreedharan retires on December
31, after 14 years at the helm. Outside China, Delhi has the
fastest-growing Metro network in the world.
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