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Metro

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Guys, comments about the Metro?!?!?!
Neo, could you please transfer the videos posted by Incredible India in the India's eco report card to here. And i'l post some pics.

Its the pride of Delhi! No other city in India has it yet! Its being built now though, after its sucess in Delhi. Every person in Delhi was over awed by it. We just could not dream to have anything similar. Infact when it was opened, public was taught initially how to use the systems. Delhi public being notorious for its rudeness and insensitivity, the metro was initally subject to people scratching, paan stains, etc, etc, then things smoothed up.
Its a world class system, and its one of the few profitable metro systems world wide.

http://urbanrail.net/as/delh/delhi-metro1.jpg

http://www.ncpedp.org/access/im-access/isu03.jpg

http://files.myopera.com/Don_Rumato/albums/5895/Image592.jpg

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Punjab seeks Indian expert’s opinion on Lahore light rail transit
Published: Friday, 9 March, 2007, 10:20 AM Doha Time
Sreedharan ... green light for LRTS

LAHORE: Delhi Metro Rail Service Managing Director Dr E Sreedharan has declared the first phase of the light rail transit system (LRTS) in Lahore a viable project, suggesting some measures to improve it.
In an interview published in Dawn newspaper here yesterday, Dr Sreedharan said Lahore should have a light rail system because it could not manage its 8.5mn population's movement without it.
The Indian official was invited by the Punjab government for his expert opinion on the $8bn project of running the light rail in the city on four routes.
He has inspected the first priority line's route from Greenland (Shahdara) to Hamza Town (near Chungi Amar Sadhu). He shared his expertise with Transport Minister Pir Ghulam Mohayuddin and senior officials of his department.
He also called on Chief Secretary Salman Siddique to exchange his views on the project and share his own experience of running a similar system in Delhi.
The proposed rail service is the main part of the Lahore Mass Transit System (LRMTS). The project will be executed with the financial assistance of the Asian Development Bank (ADB).
Officials expect that the first train will be operational in 2012. The groundbreaking ceremony is scheduled to be held in June next.
Dr Sreedharan called the project a well-conceived scheme aimed at introducing an absolutely needed facility to Lahore. He said the project would prove a success if it was executed properly after fine-tuning.
In his view, the implementation of the project (the first line) would face no major technical difficulty because the soil condition en route was good and roads were wide, having room for underground construction without creating any serious inconvenience to the city.
Dr Sreedharan said the government must take a final decision about the funding of the project. It should also decide whether the project would be handled by one of its departments or a private company. "A legal cover is also required through the assembly," he said.
He said the government would need permission from the owners of private buildings to dig underground or to acquire land, which should be done through a legal procedure.
He said the government would also need a law to operate and maintain the system and to ensure its safety. The system should be duty exempt for its several metro stations and depots through a law to reduce its maintenance cost, he said.
He said the metro rail service project in Delhi was completed in seven years - 1998 to 2005 - instead of the specified 10 years. The rail covered 65km providing an excellent transport system to the city besides ridding it of immense air pollution which was being caused by road transport, he said.
He said initially people used to object to the high cost of the project but time had proved that it was necessary for the city. The rail service had also brought about a positive cultural change in Delhi, teaching people to form queues to board the train, he said.
The minimum fare was Rs6 and the maximum Rs22 which was economical. "You also need to keep the fare reasonable," he said.
The plan to introduce a light rail system in Lahore was made in the 80s in the light of a feasibility report prepared by the Japan International Cooperation Agency. It was taken up for implementation after Chief Minister Pervaiz Elahi showed a keen interest in it in 2005.
In response, the planning and development board got prepared a fresh study of the project from a Hong Kong-based firm selected through an international tender.
According to the study completed last year, around 30,000 people could travel by the train in one hour, resolving the ever-growing transport problems of the city.
The proposed first line will cover 27km from Shahdara to Hamza Town, having 22 stations. This project will be completed at an estimated cost of $2.4bn.
The system will be operated on the ground from Ravi Bridge to Bhati Chowk and underground from Bhati Chowk to Kot Lakhpat via Lower Mall, The Mall, Queens Road and Ferozepur Road.
The second line will cover Railway Station to Thoker Niaz Beg via McLeod Road, GPO, Chauburji and Multan Road. - Internews

http://www.gulf-times.com/site/topi...=137056&version=1&template_id=41&parent_id=23
 
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VERY OLD ARTICLE:

Neighbours want to replicate Metro
NEW DELHI: Neighbours’ envy. Delhi’s pride. Our very own Metro Rail is about to have its day out. It is finding a fan following in several countries, including Pakistan and Sri Lanka.

These ‘next door’ nations want to replicate the system to solve their transport problems. Dubai and Iran, too, have shown interest.

The latest query came from the Pakistan Railways. A delegation that had come to negotiate the resumption of Samjhauta Express visited the Metro stations. After the ride on the Metro, the additional general manager (passenger operations) of Pakistan Railways, Muhammad Iqbal Khatri, was so impressed with the swanky stations and the efficient operation that he said his country would be interested in ‘‘transfer of technology.’’

Delhi Metro Rail Corporation’s director (project and planning) C B K Rao said, ‘‘The Pakistani delegation was very impressed with the metro rail. They said that they too need this sort of a transport system to ease congestion in crowded cities. But the transfer of technology depends on the central governments of both the countries.’’ Pakistan showed interest for Metro in Lahore and Karachi.

Delhi Metro has also inspired Sri Lanka that wants it replicated in Colombo. DMRC’s managing director E Sreedharan had visited Colombo last week to see the feasibility of such a project in a foreign land. Earlier, a five-member Sri Lankan delegation had visited the metro stations and various sites where work is on. Rao said, ‘‘There is no formal agreement as of now. We are trying to see what such a project will entail in a foreign country. Currently we are proof checking and trying to advise regarding transfer of technology.’’

Similarly, Dubai and Iran are also keen on the Metro. Iran wants help specifically for its capital, Teheran’s metro. ‘‘We will initiate a detailed project report (DPR) to see if it is advisable for us to go and construct a new system for them,’’ Rao said.

Some foreign delegations are keen to study the contactless ticketing system and implement it in their countries. Delhi Metro is the first system where the passenger can travel on contactless tokens.
 
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Here you go:

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There is more:

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Congrats!

but frankly I'm astonished, I never thought that India has just begun to build metro!
 
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Congrats!

but frankly I'm astonished, I never thought that India has just begun to build metro!

Well we too cant believe we build something like that in our messy country. lol
 
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KvlIn,

You have no idea of the torrid state of Indian Infrastructure. We dont know what is meant by Planning
 
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Well we too cant believe we build something like that in our messy country. lol

get over the infracting thing man, I didn't know that because in my view, India is going through the same growth as China's.
 
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hmm, just to be clear, I was being honest. Indian Infrastructure is in tatters, they have decided to spen 300 billion, over the next 25 years.
 
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get over the infracting thing man, I didn't know that because in my view, India is going through the same growth as China's.

Well!! He is actually right. His sarcasm was directed towards the messy state of Indian Infrastructure. China & India are different cases. China can bulldoze its way to build worldclass infrastructure whereas India cannot even disturb a 12th century cemetery to build an essential hospital.
 
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Here's a good analysis of Indian Infrastructure from a respected source:

Indian infrastructure 2006
An urgent and moral imperative

By Jo Johnson

Published: April 24 2006

Poor infrastructure is India’s Achilles heel. But it is also the area that is receiving the most attention from policy-makers and one that offers significant opportunities to private investors, both domestic and foreign. Failure to get infrastructure right, whether it is new ports, rural roads, power plants or mass transit systems, will cost the Congress-led coalition almost any hope of fulfilling its other goals.

Any visitor to India familiar with Asia is immediately struck by how far the country’s infrastructure lags not just China but the entire region. Except for telecoms, most infrastructure services in India are between 50 and 100 per cent more expensive than in China. Electricity costs Indian manufacturers twice as much as their Chinese rivals and railway transport three times as much, according to Morgan Stanley research.

“Weak infrastructure is costing us about 3 or 4 percentage points of lost GDP growth a year,” says Sunil Bharti Mittal, chairman and managing director of Bharti Televentures, the country’s largest private mobile telecoms group. The startling implication is that India, without its glaring infrastructural deficit, India has the potential to expand at between 11 and 12 per cent a year, faster even than China.

Today, however, India’s principal advantage – a large, low-cost labour force – is eroded by high charges for substandard power and transport services. This is reflected in India’s small share of global goods exports, which stood at 1.2 per cent in 2005, compared with China’s 9.9 per cent, and its difficulties in creating manufacturing jobs for landless labourers migrating to gridlocked cities.

While large companies can rely on “workarounds”, such as back-up electricity generators, it is small- and medium-sized businesses, the ones that generate the bulk of new jobs in any economy, that suffer most from the lack of high quality public infrastructure. Unless this is resolved, India’s demographics – half the population is under the age of 25 – will prove a liability rather than an advantage.

Economists say that infrastructure jobs will provide a stepping stone – in the form of construction jobs – for unskilled rural workers making the transition from the land to the cities. Once an efficient and low-cost infrastructure is in place, the pace at which India integrates with the global economy will accelerate as manufacturers exploit the same labour cost arbitrage that has long been available to the IT industry.

“We believe that the single most important macro constraint on the Indian economy, holding back its growth, is the low spending on infrastructure,” says Chetan Ahya, an economist with Morgan Stanley. “India is spending a minuscule amount compared with its needs. Our analysis is that China is spending seven times as much as India on infrastructure (excluding real estate) in absolute terms.”

The government recognises that increased infrastructure spending is critical to efforts to lift the growth rate from the 7 to 8 per cent achieved in the last three years to double-digit levels. According to Montek Singh Ahluwalia, deputy chairman of the Planning Commission, India needs to lift its spending on infrastructure, including irrigation, by three percentage points of gross domestic product, from 6 per cent today to 9 per cent.

“The investment required to upgrade our infrastructure is massive and not all of it can come from the public sector,” says Mr Ahluwalia. “The strategy is to increase public investment towards infrastructure development as much as possible, but simultaneously to devise ways of attracting private investment in all the major infrastructure sectors – roads, ports, power, airports and even railways.”

A sign of intent is that Manmohan Singh, India’s prime minister, himself chairs the government’s committee on infrastructure. It estimates that India’s infrastructure can absorb $150bn of foreign direct investment over the next five years. Given that India attracted only about $7.5bn of FDI in 2005/2006, bringing in $30bn a year in infrastructure alone would be a radical step-change in the opening up of the economy.

But promises to invest more in infrastructure are nothing new. The trouble is their lack of credibility. A massive financing gap remains between the required outlays in the six main infrastructure sectors of ports, airports, roads, railways, power and telecoms and the government’s planned expenditure. It is no surprise that investment in infrastructure over the past decade has failed to live up to expectations.

According to the Tenth and the Eleventh Five Year Plans, covering the decade from 2001-02 to 2010-2011, government funding for the main six infrastructure sectors amounts to roughly Rs13,601bn ($302bn). Even if the government manages to allocate this amount of money in cash-strapped coffers, it will still face a massive shortfall relative to its own estimates of the required investment of Rs19,143bn.

“India would still face a staggering financing gap of more than Rs5,500bn for the decade ending 2010-11,” notes Priya Basu, lead economist for the World Bank in India. “By any canon, this is a huge difference between what the country needs and what the government can pay.” Funding this gap will depend on having regimes in place that encourage private investment and public private partnerships.

India has made considerable progress in the last 10 years in attracting private investment into infrastructure: first in telecommunications, then in ports and roads, and most recently in airports (Delhi and Mumbai) and container freight.

But progress is painfully slow and is unlikely ever to be a substitute for a substantial uplift in public investment in vital areas such as rural roads and irrigation.

Getting the private sector to fill financing gaps is much harder in some sectors than in others. It will be easier to mobilise Rs478bn of private investment for telecoms than Rs151bn for the country’s train network. The national addiction to subsidised user charges – in the form of dirt cheap passenger fares, power and water – pushes up costs to industrial consumers and creates big viability gaps in private sector business plans.

As the telecoms and aviation sectors show, where private capital and management disciplines have been introduced, the results have been remarkable.

In the early 1990s, a landline was a status symbol possessed by barely 2 per cent of the population and subject to bureaucratic rationing. Today, it is a ubiquitous feature of rural and urban India. In aviation, the arrival of low-cost carriers has caused fares to plummet.

No economist doubts that the biggest hurdle to lifting living standards for many of the 260m Indians surviving below the poverty line is poor infrastructure in rural areas. India’s per capita income is just Rs23,744 a year. In terms of purchasing power parity, this amounts to $2,880 per year, compared with $4990 per year for China, $8,940 per year for Malaysia, and $37,500 per year for the US.

No one denies that improving the infrastructure of a country that is a patchwork of 500,000 hamlets, each with a population of about 1,000 people, is a daunting task. Only 44 per cent of rural households today even have electricity. But, for a government elected with the votes of the rural poor, excluded from the prosperity of the great new middle class, it is also a political – and moral – imperative.

Copyright The Financial Times Limited 2007

http://www.ft.com/cms/s/6f1c935e-d1...uid=894d591e-d9c4-11da-b7de-0000779e2340.html
 
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hmm, just to be clear, I was being honest. Indian Infrastructure is in tatters, they have decided to spen 300 billion, over the next 25 years.

Correction Adux, Its $350 billion to be spend in next 5 years & not 25 years.

The Indian government says it has already lined up $350 billion for infrastructure investment for the next five years. Private investors are prepared to jump in with more, once they see the new policies withstand the test of implementation.

http://www.washingtonpost.com/wp-dyn/content/article/2007/05/03/AR2007050301599.html

India infact needs $1.5 trillion worth of investment in next 15 years to keep up 10% growth rate over a next few decades.
 
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Nopre, you're both wrong here! :coffee:

India needs $150 billion to spend on infrastructure during next five years. Read the Ft.com report above.
 
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